Systems and methods for vehicle suspensions

ABSTRACT

A suspension element includes a housing, a first joint, and a second joint. The housing is configured to couple a tractive element assembly to a vehicle. The housing has a first end configured to engage a portion of the vehicle and a second end configured to interface with the tractive element assembly. The first joint includes a first actuator and a first resilient member. The first actuator is configured to facilitate linear extension and retraction of the suspension element. The second joint includes a second actuator and a second resilient member. The second actuator is configured to facilitate rotational movement of the suspension element. The first resilient member and the second resilient member are configured to support a static load of the vehicle.

CROSS-REFERENCE TO RELATED PATENT APPLICATION

This application is a continuation of U.S. patent application Ser. No.17/085,748, filed Oct. 30, 2020, which claims the benefit of andpriority to U.S. Provisional Patent Application No. 62/927,852, filedOct. 30, 2019, both of which are incorporated herein by reference intheir entireties.

BACKGROUND

Suspension systems traditionally couple a body of a vehicle to one ormore axles. Such suspension systems may include solid axle suspensionsystems and independent suspension systems, among others. Independentsuspension systems facilitate independent wheel movement as the vehicleencounters one or more obstacles (e.g., uneven terrain, potholes, curbs,etc.). The independent suspension system reduces the forces experiencedby passengers as the vehicle encounters the obstacles. Independentsuspension systems may include one or more arms (e.g., A-arms, swingarms, etc.) that are coupled to a hub. A wheel and tire assembly may beattached to the hub. Various suspension components are coupled to thearms and the body of the vehicle.

SUMMARY

One embodiment of the present disclosure is a suspension system for avehicle. The suspension system includes a wheel hub, a tractive element,a housing, a first power transmission train, and a second powertransmission train. The tractive element is rotatably coupled with thewheel hub and configured to be driven for transportation and rotated forsteering. The first power transmission train is positioned at leastpartially within the housing and is configured to drive the tractiveelement for transportation. The first power transmission train includesa first telescoping drive shaft. The second power transmission train ispositioned at least partially within the housing and is configured todrive the tractive element to rotate for steering. The second powertransmission train includes a second telescoping drive shaft. The secondtelescoping drive shaft is positioned within the first telescoping driveshaft, and both the first telescoping drive shaft and the secondtelescoping drive shaft are positioned within the housing.

Another embodiment of the present disclosure is a suspension system fora vehicle. The suspension system includes multiple suspensionsub-systems. Each of the multiple suspension sub-systems are angularlyoffset from each other. Each of the multiple suspension sub-systemsinclude a wheel hub, a tractive element, a housing, and multiple powertransmission trains. The tractive element is rotatably coupled with thewheel hub and is configured to be driven for transportation and rotatedfor steering. The multiple power transmission trains are positioned atleast partially within the housing. Each of the power transmissiontrains are configured to independently drive the tractive element fortransportation, to drive the tractive element to rotate for steering, orto drive the wheel hub to rotate.

Another embodiment of the present disclosure is a vehicle including achassis and a suspension system coupled with the chassis. The suspensionsystem includes a wheel hub, a tractive element, a housing, a firstpower transmission train, and a second power transmission train. Thetractive element is rotatably coupled with the wheel hub and configuredto be driven for transportation and rotated for steering. The firstpower transmission train is positioned at least partially within thehousing and is configured to drive the tractive element fortransportation. The first power transmission train includes a firsttelescoping drive shaft. The second power transmission train ispositioned at least partially within the housing configured to drive thetractive element to rotate for steering. The second power transmissiontrain includes a second telescoping drive shaft. The second telescopingdrive shaft is positioned within the first telescoping drive shaft, andboth the first telescoping drive shaft and the second telescoping driveshaft are positioned within the housing.

This summary is illustrative only and is not intended to be in any waylimiting. Other aspects, inventive features, and advantages of thedevices or processes described herein will become apparent in thedetailed description set forth herein, taken in conjunction with theaccompanying figures, wherein like reference numerals refer to likeelements.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will become more fully understood from the followingdetailed description, taken in conjunction with the accompanyingfigures, in which:

FIG. 1 is a perspective view of a vehicle, according to an exemplaryembodiment;

FIG. 2 is a schematic side view of the vehicle of FIG. 1 , according toan exemplary embodiment;

FIG. 3 is a schematic side view of a suspension element of the vehicleof FIG. 1 , according to an exemplary embodiment;

FIG. 4 is a schematic block diagram of a controller configured tooperate and/or control various components of a vehicle, according to anexemplary embodiment;

FIG. 5 is a perspective view of a suspension system, according to anexemplary embodiment;

FIG. 6 is a cross-sectional perspective view of the suspension system ofFIG. 5 , according to an exemplary embodiment;

FIG. 7 is a perspective view of the suspension system of FIG. 5configured for three tractive elements, according to an exemplaryembodiment;

FIG. 8 is a perspective view of the suspension system of FIG. 7 ,according to an exemplary embodiment;

FIG. 9 is a perspective view of the suspension system of FIG. 5 ,configured for two tractive elements, according to an exemplaryembodiment;

FIG. 10 is a perspective view of a cross section of a suspension systemthat uses concentric shafts to steer, rotate a wheel hub, and drive atractive element, according to an exemplary embodiment;

FIG. 11 is a perspective view of the suspension system of FIG. 10 ,according to an exemplary embodiment;

FIG. 12 is a perspective view of the suspension system of FIG. 10 ,according to an exemplary embodiment;

FIG. 13 is a side view of a suspension system that uses three of thesuspension systems of FIG. 10 , according to an exemplary embodiment;

FIG. 14 is a side view of the suspension system of FIG. 13 , accordingto an exemplary embodiment;

FIG. 15 is a perspective view of a suspension system with an extendablelength control arm, according to an exemplary embodiment;

FIG. 16 is a front view of the suspension system of FIG. 15 , accordingto an exemplary embodiment;

FIG. 17 is a front view of the suspension system of FIG. 15 , accordingto an exemplary embodiment;

FIG. 18 is a front view of the suspension system of FIG. 15 , accordingto an exemplary embodiment;

FIG. 19 is a front view of a portion of the suspension system of FIG. 15, according to an exemplary embodiment;

FIG. 20 is a bottom view of an articulated arm suspension system,according to an exemplary embodiment;

FIG. 21 is a side view of the suspension system of FIG. 20 in apartially raised position, according to an exemplary embodiment;

FIG. 22 is a side view of the suspension system of FIG. 20 in a loweredposition, according to an exemplary embodiment;

FIG. 23 is a side view of the suspension system of FIG. 20 in apartially lowered position, according to an exemplary embodiment;

FIG. 24 is a side view of the suspension system of FIG. 20 in a raisedposition, according to an exemplary embodiment;

FIG. 25 is a bottom view of a portion of the suspension system of FIG.20 , according to an exemplary embodiment;

FIG. 26 is a front view of a suspension system including ball jointedlinkages, according to an exemplary embodiment;

FIG. 27 is a perspective view of a vehicle equipped with the suspensionsystem of FIG. 26 approaching a step, according to an exemplaryembodiment;

FIG. 28 is a perspective view of the vehicle of FIG. 27 crawling overthe step, according to an exemplary embodiment;

FIG. 29 is a perspective view of the vehicle of FIG. 27 completing acrawl operation over the step, according to an exemplary embodiment;

FIG. 30 is a perspective view of the suspension system of FIG. 26 ,according to an exemplary embodiment;

FIG. 31 is a bottom view of a portion of the suspension system of FIG.26 , according to an exemplary embodiment;

FIG. 32 is a front view of a portion of the suspension system of FIG. 26, according to an exemplary embodiment; and

FIG. 33 is a front view of the suspension system of FIG. 26 withadjusted camber, according to an exemplary embodiment.

DETAILED DESCRIPTION

Before turning to the FIGURES, which illustrate the exemplaryembodiments in detail, it should be understood that the presentapplication is not limited to the details or methodology set forth inthe description or illustrated in the FIGURES. It should also beunderstood that the terminology is for the purpose of description onlyand should not be regarded as limiting.

According to an exemplary embodiment, a vehicle includes a chassis and abody supported by a suspension system. Vehicle suspension systems may bepassive, semi-active, or fully-active systems. Passive suspensionsystems may have conventional uncontrolled, passive springs and dampersconfigured to absorb and dissipate loads experienced by a tractiveelement (e.g., wheel assembly, etc.) to reduce (e.g., lessen, mitigate,etc.) impact loads (e.g., from bumps, potholes, etc.) transferred to thechassis, body, and/or passengers of the vehicle. Semi-active suspensionsystems may further reduce impact loads (e.g., relative to passivesuspension systems, etc.) by controlling a damping force provided by thesuspension system. According to an exemplary embodiment, the vehicle ofthe present disclosure has a fully-active suspension system configuredto add energy with a controlled motoring force and remove energy with acontrolled damping force. The suspension system has passive resilientmembers (e.g., springs, etc.) to support the static mass of the vehicle.Traditional passive, semi-active, and/or fully-active suspension systemsare configured as single degree of freedom suspension systems (e.g.,linear actuation, etc.).

According to an exemplary embodiment, the suspension system of thepresent disclosure is a fully-active and multiple degree of freedomsuspension system configured to facilitate providing a near-constantforce capability (e.g., the force transferred to the chassis, body,and/or passengers of the vehicle varies less than a threshold amount, isnear-constant, etc.). The suspension system combines multiple degrees offreedom and active, independent suspension control to provide superioroff-road performance and terrain accessibility of a vehicle (e.g.,enabling access to terrain that current vehicles are not capable ofnegotiating, etc.). Equipped with the fully-active and multiple degreeof freedom suspension system, the exemplary vehicle may no longer belimited to driving on roads or improved surfaces where improvisedexplosive devices (IEDs) pose the largest threat (e.g., the exemplarysuspension facilitates avoiding enemy engagement, etc.).

Each suspension element of the fully-active and multiple degree offreedom suspension system includes a multiple degree of freedom linkageconfigured to facilitate increased wheel travel, independent cornercontrol, and active force control, among other features. According to anexemplary embodiment, the suspension elements increase vehicle mobilityby substantially increasing suspension travel. The suspension havingincreased suspension travel facilitates faster vehicle speed on terrain,extreme obstacle negotiation, and increased access to various terrain.By way of example, vehicles equipped with the suspension system of thepresent disclosure may traverse terrain that is inaccessible by vehicleswith other, traditional suspension systems (e.g., trenches, gaps, rubblepiles, and rocks may become more negotiable, etc.). By way of anotherexample, vehicles having the exemplary suspension system may haveincreased vertical suspension travel, be faster, and highly mobile(e.g., over rough terrain, etc.). Greater vertical wheel travel may alsoimprove a vehicle's ride quality compared to traditional vehicles withless vertical wheel travel.

According to an exemplary embodiment, the suspension system includes oris coupled to a control system and an energy storage system. The controlsystem is configured to input energy into the suspension systemaccording to a suspension control strategy and regenerate energy to thevehicle energy storage system during controlled damping. The suspensionsystem may thereby provide both superior ride and improved efficiencycompared to passive or semi-active suspension systems. In someembodiments, the suspension system is configured to rapidly lower thevehicle's profile (e.g., center of gravity, signature, etc.) when thevehicle is being engaged by or encountering a threat (e.g., an enemy, arocket propelled grenade (RPG), a low hanging obstacle, etc.). Byreducing its signature (e.g., ducking, squatting, kneeling, etc.), thevehicle may have an increased likelihood of avoiding the threat.

According to the exemplary embodiment shown in FIGS. 1-3 , a suspensionsystem (e.g. a fully-active and multiple degree of freedom suspensionsystem, etc.) includes a plurality of suspension elements, shown aselectromechanical suspension elements 100, coupled to a vehicle, shownas vehicle 10. According to an exemplary embodiment, the vehicle 10 is amilitary ground vehicle. In other embodiments, the vehicle 10 is anoff-road vehicle such as an utility task vehicle, a recreational offhighway vehicle, an all-terrain vehicle, a sport utility vehicle, and/orstill another vehicle. In yet other embodiments, the vehicle 10 isanother type of off-road vehicle such as mining, construction, and/orfarming equipment. In still other embodiments, the vehicle 10 is anaerial truck, a rescue truck, an aircraft rescue and firefighting (ARFF)truck, a concrete mixer truck, a refuse truck, a commercial truck, atanker, an ambulance, and/or still another vehicle. The suspensionsystem of the vehicle 10 may be configured for operation on both pavedand rough, off-road terrain. As such, the suspension system may becorrespondingly configured to support the weight of the vehicle 10 whileproviding comfortable ride quality on both paved and rough, off-roadterrain.

As shown in FIGS. 1-2 , the vehicle 10 includes a hull and frameassembly 20 (e.g., a monocoque, etc.). In other embodiments, the vehicle10 includes a chassis or frame (e.g., frame rails, etc.) that supports abody assembly. As shown in FIGS. 1-2 , the hull and frame assembly 20defines a first longitudinal side, shown as front 22, a secondlongitudinal side, shown as rear 24, a first lateral side, shown as leftside 26, and a second lateral side, shown as right side 28. The vehicle10 includes a plurality of tractive element assemblies, shown as fronttractive element assemblies 40 and rear tractive element assemblies 42.In some embodiments, the vehicle 10 includes a plurality of fronttractive element assemblies 40 and/or a plurality of rear tractiveelement assemblies 42 positioned on each of the left side 26 and rightside 28 of the vehicle 10 (e.g., two, three, four, etc.). The fronttractive element assemblies 40 and/or the rear tractive elementassemblies 42 may include brakes (e.g., disc brakes, drum brakes, airbrakes, etc.), gear reductions, steering components, wheel hubs, wheels,and/or other features. As shown in FIGS. 1-2 , the front tractiveelement assemblies 40 and the rear tractive element assemblies 42include a tractive element, shown as wheel and tire assembly 44. Inother embodiments, at least one of the front tractive element assemblies40 and rear tractive element assemblies 42 include a different type oftractive element (e.g., a track, etc.).

According to an exemplary embodiment, electromechanical suspensionelement 100 of the suspension system is configured to couple one of thefront tractive element assemblies 40 and/or one of the rear tractiveelement assemblies 42 to the hull and frame assembly 20 (or frame,chassis, body, etc.) of the vehicle 10 or another portion thereof. Inone embodiment, the electromechanical suspension elements 100 areconfigured as leading-arm suspension elements (e.g., where the tractiveelements are positioned in front of pivot axes for the respectiveelectromechanical suspension elements 100, etc.). In other embodiments,the electromechanical suspension elements 100 are configured astrailing-arm suspension elements (e.g., where the tractive elements arepositioned behind pivot axes for the respective electromechanicalsuspension elements 100, etc.). In still other embodiments, theelectromechanical suspension elements 100 that couple the front tractiveelement assemblies 40 to the hull and frame assembly 20 are configuredas leading-arm suspension elements and the electromechanical suspensionelements 100 that couple the rear tractive element assemblies 42 to thehull and frame assembly 20 are configured as trailing-arm suspensionelements. In an alternative embodiment, only the front tractive elementassemblies 40 are coupled to the hull and frame assembly 20 with theelectromechanical suspension elements 100 and the rear tractive elementassemblies 42 are coupled to the hull and frame assembly 20 with anothersuspension system (e.g., traditional spring and damper suspensionelements, etc.), or vice versa. In another alternative embodiment, thefront tractive element assemblies 40 are coupled to the hull and frameassembly 20 with two-degree of freedom electromechanical suspensionelements 100 (e.g., facilitate both rotation and extension andretraction, etc.) and the rear tractive element assemblies 42 arecoupled to the hull and frame assembly 20 with one-degree of freedomelectromechanical suspension elements 100 (e.g., facilitate rotation orextension and retraction, etc.), or vice versa.

As shown in FIG. 2 , the vehicle 10 includes a powertrain system, shownas powertrain 50. The powertrain 50 includes a primary driver, shown asengine 52, an energy generation device, shown as generator 54, and anenergy storage device (e.g., battery, capacitors, ultra-capacitors,etc.), shown as energy storage device 58, electrically coupled to thegenerator 54 by a connection (e.g., wire, lead, etc.), shown aselectrical connection 56. The engine 52 may receive fuel (e.g.,gasoline, diesel, etc.) from a fuel tank and combust the fuel togenerate mechanical energy. A transmission may receive the mechanicalenergy and provides an output to the generator 54. In other embodiments,the engine 52 drives the generator 54 directly. The generator 54 isconfigured to convert the mechanical energy into electrical energy thatmay be stored by the energy storage device 58. The energy storage device58 may provide electrical energy to a motive driver to drive at leastone of the front tractive element assemblies 40 and the rear tractiveelement assemblies 42. In some embodiments, each of the front tractiveelement assemblies 40 and/or the rear tractive element assemblies 42include an individual motive driver (e.g., a motor that is electricallycoupled to the energy storage device 58, etc.) configured to facilitateindependently driving each of the wheel and tire assemblies 44. In analternative embodiment, a transmission of the vehicle is rotationallycoupled to the engine 52 and a drive shaft. The drive shaft may bereceived by a differential configured to convey the rotational energy ofthe drive shaft to a final drive (e.g., half-shafts coupled to the wheeland tire assemblies 44, etc.). The final drive then propels or moves thevehicle 10. In such embodiments, the vehicle 10 may not include thegenerator 54 and/or the energy storage device 58. According to anexemplary embodiment, the engine 52 is a compression-ignition internalcombustion engine that utilizes diesel fuel. In alternative embodiments,the engine 52 is another type of device (e.g., spark-ignition engine,fuel cell, electric motor, etc.) that is otherwise powered (e.g., withgasoline, compressed natural gas, hydrogen, electricity, etc.).

As shown in FIG. 2 , the vehicle 10 includes one or more steeringassemblies, shown as steering systems 60, configured to steer thevehicle 10. The steering systems 60 may include one or more brakingsystems (e.g., disc brakes, air brakes, drum brakes, etc.), shown asbrakes 62, configured to brake the vehicle 10. In other embodiments, thevehicle 10 includes both steering systems 60 and brakes 62. In someembodiments, the vehicle 10 includes one or more front steering systems60 (e.g., to facilitate steering the front tractive element assemblies40 based on a steering wheel position, etc.) and/or one or more rearsteering systems 60 (e.g., to facilitate steering the rear tractiveelement assemblies 42 based on a steering wheel position, etc.). In oneembodiment, each of the front tractive element assemblies 40 and/or therear tractive element assemblies 42 include an actuator (e.g., linearactuator, rotational actuator, etc.) electrically coupled to the energystorage device 58 and configured to facilitate independently steeringeach of the wheel and tire assemblies 44 (e.g., actuating a king pinsteering mechanism with the actuator, etc.). In another embodiment, thevehicle 10 is steered using skid steering (e.g., the brakes 62 and/orthe motive drivers are used to steer the vehicle 10, etc.). By way ofexample, the individual motive drivers and/or the brakes 62 may be usedto operate the wheel and tire assemblies 44 at different speeds to steerthe vehicle 10. For example, a front tractive element assembly 40 on theleft side 26 of the vehicle 10 may be driven slower (e.g., by changingthe speed of individual motive drivers, by engaging a brake 62, etc.)than a front tractive element assembly 40 on the right side 28 of thevehicle 10 such that the vehicle 10 turns left. In some embodiments, thevehicle 10 is steered cooperatively using skid steering and king pinsteering with actuators. In an alternative embodiment, the vehicle 10includes a traditional steering mechanism (e.g., a rack and pinionsteering mechanism with king pin steering, etc.).

As shown in FIGS. 1-2 , the vehicle 10 includes a communication system,shown as communication system 70, first sensors, shown as terrainsensors 80, and a threat avoidance system, shown as threat avoidancesystem 90. The threat avoidance system 90 includes second sensors, shownas threat detection sensors 92, according to the exemplary embodimentshown in FIGS. 1-2 . According to an exemplary embodiment, thecommunication system 70 is configured to communicate with an externalsystem such a global positioning system (GPS) and/or a topographysystem. Communication with a GPS and/or a topography system mayfacilitate receiving topography data indicative of the topography of asurrounding environment or landscape around and/or ahead of the vehicle10 (e.g., based on the current position of the vehicle 10, based on thedirection of travel of the vehicle 10, etc.). According to an exemplaryembodiment, the terrain sensors 80 are configured to acquire topographydata indicative of the topography of a surrounding environment (e.g.,terrain, landscape, trenches, gaps, rubble piles, rocks, etc.) proximatethe vehicle 10 (e.g., forward, to the side, to the rear, within therange of the terrain sensors 80, to facilitate terrain mapping, etc.).The terrain sensors 80 may be variously positioned about the vehicle 10(e.g., disposed along the front 22, the rear 24, the left side 26, theright side 28, etc.). According to an exemplary embodiment, the threatdetection sensors 92 of the threat avoidance system 90 are configured toacquire data indicative of a potential threat and/or an actual threatnear the vehicle 10 (e.g., an incoming RPG, a low hanging obstacle,etc.). The threat detection sensors 92 may be variously positioned aboutthe vehicle 10 (e.g., disposed along the front 22, the rear 24, the leftside 26, the right side 28, etc.). The control system may use thetopography data and/or the threat data to control the electromechanicalsuspension elements 100 of the suspension system.

As shown in FIG. 3 , the electromechanical suspension element 100includes a main body or linkage, shown as housing 110. The housing 110defines a longitudinal axis, shown as longitudinal axis 102, thatextends along the length of the housing 110. The housing 110 has a firstend, shown as proximal end 112, and an opposing second end, shown asdistal end 114. As shown in FIG. 3 , the proximal end 112 includes afirst coupler, shown as proximal eyelet 116, and the distal end 114includes a second coupler, shown as distal eyelet 118. According to theexemplary embodiment shown in FIG. 3 , the proximal eyelet 116 isconfigured to facilitate coupling the proximal end 112 of the housing110 to a portion of the hull and frame assembly 20 (e.g., chassis, sideplate, hull, body, bracket, etc.) with a mount, shown as suspensionmount 30, and the distal eyelet 118 is configured to facilitate couplingthe distal end 114 of the housing 110 to one of the wheel and tireassemblies 44 (e.g., thereby coupling the wheel and tire assemblies 44to the hull and frame assembly 20, etc.). According to an exemplaryembodiment, the proximal eyelet 116 and the distal eyelet 118 areintegrally formed with the housing 110.

As shown in FIG. 3 , the electromechanical suspension element 100includes a first joint, shown as linear joint 120, that provides a firstdegree of freedom (e.g., linear extension and retraction of theelectromechanical suspension element 100, etc.) and a second joint,shown as rotational joint 130, that provides a second degree of freedom(e.g., rotational movement of the electromechanical suspension element100 about a pivot axis extending through the proximal eyelet 116, etc.).According to an exemplary embodiment, the linear joint 120 and therotational joint 130 are configured to provide fully-active actuation(e.g., capable of adding energy with a controlled motoring force andremoving energy with a controlled damping force, etc.). In otherembodiments, at least one of the linear joint 120 and the rotationaljoint 130 are configured to provide another actuation profile (e.g.,semi-active actuation, passive actuation, etc.).

As shown in FIG. 3 , the linear joint 120 includes a first actuatorhousing, shown as linear actuator housing 122, a first tube, shown asouter tube 124, and a second tube, shown as inner tube 126. The innertube 126 is configured to translate along the longitudinal axis 102(e.g., into and out of the outer tube 124, etc.). In one embodiment, theouter tube 124 and the inner tube 126 have circular cross-sections.According to an exemplary embodiment, the outer tube 124 has an innerdiameter that is approximately equal to the outer diameter of the innertube 126 such that the inner tube 126 is received in the outer tube 124.In other embodiments, the outer tube 124 and the inner tube 126 haveanother cross-sectional shape (e.g., square, hexagonal, rectangular,oval, etc.). In still other embodiments, the electromechanicalsuspension element 100 includes another structure configured tofacilitate extension and retraction thereof (e.g., a bellows, etc.). Asshown in FIG. 3 , the outer tube 124 and the inner tube 126cooperatively define a cavity, shown as internal volume 128. Movement ofthe inner tube 126 relative to the outer tube 124 causes the internalvolume 128 to increase or decrease in size. By way of example, theinternal volume 128 decreases as the inner tube 126 retracts along thelongitudinal axis 102 into the outer tube 124 and increases as the innertube 126 extends along the longitudinal axis 102 out of the outer tube124.

As shown in FIG. 3 , the linear joint 120 includes a first actuationsystem, shown as linear actuation system 150, having a first actuator,shown as linear actuator 152, and a first resilient member, shown aslinear resilient member 154. The linear actuator housing 122 isconfigured to receive and store the linear actuator 152, according to anexemplary embodiment. The outer tube 124 and the inner tube 126 areconfigured to cooperatively receive and store the linear resilientmember 154 within the internal volume 128.

According to an exemplary embodiment, the linear resilient member 154 isconfigured to support at least a portion of the static load (e.g.,weight, sprung mass, etc.) of the vehicle 10. In one embodiment, thelinear resilient member 154 is or includes a coil spring. In anotherembodiment, the linear resilient member 154 is or includes ahydro-pneumatic spring. In still another embodiment, the linearresilient member 154 is or includes another type of resilient membercapable of supporting the static load of the vehicle 10 (e.g., a gasspring, etc.).

According to an exemplary embodiment, the linear actuator 152 isconfigured to facilitate linear extension and retraction of the innertube 126 along the longitudinal axis 102 into and out of the outer tube124, as indicated by directional arrow 104. The linear actuator 152 iselectrically coupled to the energy storage device 58 and configured toextend and/or retract the linear joint 120 (e.g., compress and/or expandthe linear resilient member 154, etc.), according to an exemplaryembodiment. In other embodiments, the linear actuator 152 is otherwisepowered (e.g., pneumatically, hydraulically, etc.). The linear joint 120extension and retraction provides compliance and facilitates absorbingforces incident in the longitudinal direction of the vehicle 10.

As shown in FIG. 3 , the rotational joint 130 includes a second actuatorhousing, shown as rotational actuator housing 132. According to anexemplary embodiment, the rotational actuator housing 132 is coupled to(e.g., attached to, fixed to, integrally formed with, etc.) the linearactuator housing 122 by an intermediate structural element, shown asintermediate member 140. As shown in FIG. 3 , the rotational joint 130is configured to receive at least one component of a second actuationsystem, shown as rotational actuation system 160, having a secondactuator, shown as rotational actuator 162, and a second resilientmember, shown as rotational resilient member 164. The rotationalactuator housing 132 is configured to receive and store the rotationalactuator 162, according to an exemplary embodiment. In an alternativeembodiment, the rotational actuator 162 is coupled to the housing 110(e.g., to the rotational actuator housing 132 at the proximal eyelet116, coaxial with a pivot axis through the proximal eyelet 116, coupledalong the length of the housing 110, etc.) and positioned externallyrelative to the rotational actuator housing 132. In one embodiment, therotational resilient member 164 is rotationally coupled to the housing110 (e.g., to the rotational actuator housing 132 at the proximal eyelet116, coaxial with a pivot axis through the proximal eyelet 116, to theproximal end 112 of the housing 110, etc.). In another embodiment, therotational resilient member 164 is received by and disposed within therotational actuator housing 132.

According to an exemplary embodiment, the rotational resilient member164 is configured to support at least a portion of the static load(e.g., weight, sprung mass, etc.) of the vehicle 10. The linearresilient members 154 and the rotational resilient members 164 of theelectromechanical suspension elements 100 are configured tocooperatively support the entire static load of the vehicle 10,according to an exemplary embodiment. In one embodiment, the rotationalresilient member 164 is or includes a torsion bar. By way of example, afirst end of the torsion bar may be coupled (e.g., fixed, welded,fastened, etc.) to a portion of the hull and frame assembly 20 (e.g.,chassis, frame, mounting location, bracket, suspension mount 30, etc.),and a second end of the torsion bar may be coupled to the housing 110 ofthe electromechanical suspension element 100 (e.g., coaxially coupledalong a pivot axis of the proximal eyelet 116, coupled to the rotationalactuator housing 132, coupled to the linear actuator housing 122,coupled to the intermediate member 140, etc.). In another embodiment,the rotational resilient member 164 is or includes a bell crankassembly. The bell crank assembly may include a cam having a lobe and alinear resilient element (e.g., a coil spring, etc.). By way of example,the cam may be coaxially and rotationally coupled along the pivot axisof the housing 110 (e.g., an axis through the proximal eyelet 116,etc.). The lobe may be configured to engage the linear resilientelement. The linear resilient element may be positioned to bias the camand the electromechanical suspension element 100 to a static loadposition (e.g., providing a rotational biasing force, etc.). In otherembodiments, the rotational resilient member 164 is or includes ahydro-pneumatic spring. In still other embodiments, the rotationalresilient member 164 is or includes a rotational spring element. In yetother embodiments, the rotational resilient member 164 is or includesanother type of resilient member capable of supporting the static loadof the vehicle 10.

According to an exemplary embodiment, the rotational actuator 162 isconfigured to rotate the electromechanical suspension element 100 aboutthe proximal eyelet 116 (i.e., about the pivot axis thereof), asindicated by directional arrow 106. The rotational actuator 162 iselectrically coupled to the energy storage device 58 and configured torotate the electromechanical suspension element 100, according to anexemplary embodiment. In other embodiments, the rotational actuator 162is otherwise powered (e.g., pneumatically, hydraulically, etc.). Theelectromechanical suspension element 100 rotation provides complianceand facilitates absorbing forces incident in a vertical direction (e.g.,by facilitating a relatively large amount of vertical travel of thefront tractive element assemblies 40 and/or the rear tractive elementassemblies 42, etc.).

According to an exemplary embodiment, the rotational actuator 162 pivotsthe electromechanical suspension element 100 through a range of motionthat corresponds with a vertical displacement of the wheel and tireassembly 44. In one embodiment, the maximum vertical displacement of thewheel and tire assembly 44 is between three and four feet. In otherembodiments, the maximum vertical displacement of the wheel and tireassembly 44 is less than or greater than three to four feet. Thesuspension system having the large amount of suspension travelfacilitates increased vehicle speed on terrain, extreme obstaclenegotiation, and increased access to various terrain. By way of example,the electromechanical suspension elements 100 may facilitate traversingterrain that is inaccessible by vehicles with other, traditionalsuspension systems (e.g., trenches, gaps, rubble piles, and rocks maybecome more negotiable, etc.). By way of another example, theelectromechanical suspension elements 100 may facilitate designing fast,highly mobile, off-road and/or on-road vehicles, while improving ridequality.

In some embodiments, the linear actuation system 150 includes a firstsensor, shown as linear sensor 156. According to an exemplaryembodiment, the linear sensor 156 is positioned to acquire position dataindicative of the extension or retraction of the linear joint 120. Byway of example, the linear sensor 156 may be positioned to acquire datarelating to the position of the inner tube 126 (e.g., relative to astatic position or static ride height, relative to the linear sensor156, based on an amount of actuation of the linear actuator 152, etc.)and/or the amount of actuation of the linear actuator 152. In someembodiments, the rotational actuation system 160 includes a secondsensor, shown as rotational sensor 166. According to an exemplaryembodiment, the rotational sensor 166 is positioned to acquire positiondata indicative of the rotational position of the electromechanicalsuspension element 100 (e.g., relative to a static position, relative tothe rotational sensor 166, etc.).

According to the exemplary embodiment shown in FIG. 4 , a control system400 for a vehicle (e.g., the vehicle 10, etc.) includes a controller410. In one embodiment, the controller 410 is configured to selectivelyengage, selectively disengage, control, and/or otherwise communicatewith components of the vehicle 10. As shown in FIG. 4 , the controller410 is coupled to the steering system 60, a topography system 430 (e.g.,with the communication system 70, etc.), the terrain sensors 80, thethreat avoidance system 90, the linear actuator 152, the linear sensor156, the rotational actuator 162, the rotational sensor 166, and a userinterface 420. In other embodiments, the controller 410 is coupled tomore or fewer components. The controller 410 may be configured toselectively control the position (e.g., rotation, extension, retraction,etc.) of the electromechanical suspension elements 100 to facilitateproviding a near-constant force to the vehicle 10. By way of example,the controller 410 may send and receive signals with the steering system60, the topography system 430 with the communication system 70, theterrain sensors 80, the threat avoidance system 90, the linear actuator152, the linear sensor 156, the rotational actuator 162, the rotationalsensor 166, and the user interface 420.

The controller 410 may be implemented as a general-purpose processor, anapplication specific integrated circuit (ASIC), one or more fieldprogrammable gate arrays (FPGAs), a digital-signal-processor (DSP),circuits containing one or more processing components, circuitry forsupporting a microprocessor, a group of processing components, or othersuitable electronic processing components. According to the exemplaryembodiment shown in FIG. 4 , the controller 410 includes a processingcircuit 412 and a memory 414. The processing circuit 412 may include anASIC, one or more FPGAs, a DSP, circuits containing one or moreprocessing components, circuitry for supporting a microprocessor, agroup of processing components, or other suitable electronic processingcomponents. In some embodiments, the processing circuit 412 isconfigured to execute computer code stored in the memory 414 tofacilitate the activities described herein. The memory 414 may be anyvolatile or non-volatile computer-readable storage medium capable ofstoring data or computer code relating to the activities describedherein. According to an exemplary embodiment, the memory 414 includescomputer code modules (e.g., executable code, object code, source code,script code, machine code, etc.) configured for execution by theprocessing circuit 412. The memory 414 includes various actuationprofiles corresponding to loading conditions experienced by thesuspension system of the vehicle 10, according to an exemplaryembodiment. In some embodiments, controller 410 represents a collectionof processing devices (e.g., servers, data centers, etc.). In suchcases, the processing circuit 412 represents the collective processorsof the devices, and the memory 414 represents the collective storagedevices of the devices.

In one embodiment, the user interface 420 includes a display and anoperator input. The display may be configured to display a graphicaluser interface, an image, an icon, and/or still other information. Inone embodiment, the display includes a graphical user interfaceconfigured to provide general information about the vehicle 10 (e.g.,vehicle speed, fuel level, warning lights, etc.). The graphical userinterface may also be configured to display a current position of thevehicle 10, one or more orientations of the electromechanical suspensionelements 100, potential threats or incoming threats (e.g., a RPG, a lowhanging obstacle, etc.), a suggested path or route to follow, and/orstill other information relating to the vehicle 10 and/or theelectromechanical suspension elements 100.

The operator input may be used by an operator to provide commands to atleast one of the steering system 60, the communication system 70, thelinear actuator 152, and the rotational actuator 162. The operator inputmay include one or more buttons, knobs, touchscreens, switches, levers,joysticks, pedals, a steering wheel, or handles. The operator input mayfacilitate manual control of some or all aspects of the operation of theelectromechanical suspension elements 100 and the vehicle 10. It shouldbe understood that any type of display or input controls may beimplemented with the systems and methods described herein.

The controller 410 may be configured to control the linear actuator 152and/or the rotational actuator 162 of each of the electromechanicalsuspension elements 100 to facilitate providing a near-constant force tothe hull and frame assembly 20 of the vehicle 10 (e.g., by adjusting thepitch and roll of the vehicle 10, by absorbing input forces from theterrain or obstacles, etc.). In some embodiments, the controller 410 isconfigured to provide a command to the linear actuators 152 and/or therotational actuators 162 positioned on the left side 26 and/or the rightside 28 to adjust the roll of the vehicle 10. In some embodiments, thecontroller 410 is configured to provide a command to the linearactuators 152 and/or the rotational actuators 162 positioned at thefront 22 and/or the rear 24 to adjust the pitch of the vehicle 10. Insome embodiments, the controller 410 is configured to provide a commandto any of the linear actuators 152 and/or the rotational actuators 162to otherwise adjust the orientation of the vehicle 10.

In some embodiments, the controller 410 is configured to reactivelycontrol the linear actuators 152 and/or the rotational actuators 162based on information feedback from the linear sensor 156 and/or therotational sensor 166, respectively. By way of example, the controller410 may provide a command to at least one of the linear actuator 152 andthe rotational actuator 162 to lift (e.g., retract, rotate upward, etc.)a respective wheel and tire assembly 44 over an obstacle (e.g., rock,bump, etc.) in response to the linear sensor 156 and/or the rotationalsensor 166 acquiring data that indicates such an obstacle has beenencountered. By way of another example, the controller 410 may provide acommand to at least one of the linear actuator 152 and the rotationalactuator 162 to push (e.g., extend, rotate downward, etc.) a respectivewheel and tire assembly 44 into an obstacle (e.g., pothole, trench,etc.) in response to the linear sensor 156 and/or the rotational sensor166 acquiring data that indicates such an obstacle has been encountered.The controller 410 is thereby capable of adding energy via a controlledmotoring force or removing energy via a controlled damping force. Thelinear sensor 156 and/or the rotational sensor 166 may be or include atleast one of position sensors and load sensors, among other types ofsensors, positioned to provide signals relating to obstacles and/or thesurrounding terrain.

In some embodiments, the controller 410 is configured to activelycontrol the linear actuators 152 and/or the rotational actuators 162based on information feedback from the topography system 430 and/or theterrain sensors 80. By way of example, the controller 410 may receivetopography data indicative of the topography of a surroundingenvironment or landscape around and/or ahead of the vehicle 10 (e.g.,based on the current position of the vehicle 10, based on the directionof travel of the vehicle 10, etc.). By way of another example, theterrain sensors 80 may be configured to acquire topography dataindicative of the topography of a surrounding environment (e.g.,terrain, landscape, trenches, gaps, rubble piles, rocks, etc.) aroundthe vehicle 10 (e.g., within the range of the terrain sensors 80, etc.).The controller 410 may provide a command to at least one of the linearactuators 152 and the rotational actuators 162 based on the topographydata to compensate for obstacles and/or changes in the terrain tofacilitate providing a near-constant force to the hull and frameassembly 20 (or chassis, frame, and/or body). For example, thecontroller 410 may be configured to provide a command to the linearactuators 152 and/or the rotational actuators 162 of one or more of theelectromechanical suspension elements 100 to rotate, extend, and/orretract the electromechanical suspension elements 100 in order to levelthe vehicle 10 in response to the topography data indicating that thevehicle 10 is traveling on an uneven surface. In another example, thecontroller 410 may be configured to provide a command to the linearactuator 152 and/or the rotational actuator 162 of a respectiveelectromechanical suspension element 100 to rotate, extend, and/orretract the electromechanical suspension element 100 in response to thetopography data indicating the wheel and tire assembly 44 coupled to theelectromechanical suspension element 100 is encountering or about toencounter an obstacle (e.g., a rock, pothole, trench, gap, rubble pile,etc.).

In some embodiments, the controller 410 is configured to activelycontrol the linear actuators 152 and/or the rotational actuators 162based on data provided by the threat detection sensors 92 of the threatavoidance system 90. By way of example, the threat detection sensors 92may be configured to acquire threat data indicative of a potentialthreat and/or an actual threat near and/or approaching the vehicle 10.The controller 410 may thereby provide a command to at least one of thelinear actuators 152 and the rotational actuators 162 based on thethreat data to reduce the likelihood of encountering the threat. Forexample, the controller 410 may be configured to provide a command tothe linear actuators 152 and/or the rotational actuators 162 of one ormore of the electromechanical suspension elements 100 to rotate, extend,and/or retract the electromechanical suspension elements 100 in orderreduce the signature (e.g., center of ncounters the step 2702. In orderto crawl up the step 2702, a ducking, etc.) to avoid a low hangingobstacle (e.g., a tree branch, a low height clearance, etc.) and/or anincoming obstacle (e.g., enemy fire, an RPG, etc.). In another example,the controller 410 is configured to provide a command to the linearactuators 152 and/or the rotational actuators 162 of one or more of theelectromechanical suspension elements 100 to rotate, extend, and/orretract the electromechanical suspension elements 100 in order increasethe height of the vehicle 10 to avoid an obstacle on the ground (e.g., atree stump, a boulder, an TED, etc.) and/or a low incoming obstacle(e.g., enemy fire, an RPG, a grenade, an animal, etc.).

In some embodiments, the controller 410 is configured to accommodatedifferent passive spring rates (e.g., of the linear resilient member154, the rotational resilient member 164, etc.), load fluctuations(e.g., from additional passengers or cargo, encountering obstacles,etc.), center of gravity shifts of the vehicle 10 (e.g., from additionalpassengers, cargo, etc.), etc. In some embodiments, the controller 410is configured to control the linear actuators 152 and/or the rotationalactuators 162 to isolate the hull and frame assembly 20 from vibrations(e.g., onboard the vehicle 10, incident upon the vehicle 10, etc.). Insome embodiments, the controller 410 is configured to control the linearactuators 152 and/or the rotational actuators 162 to maintain thevehicle 10 at a target height (e.g., a static loading height, etc.) inresponse to different load conditions (e.g., additional weight, etc.).

Orbital Wheel Drive

Overview

Referring particularly to FIGS. 5 and 6 , a suspension system 500includes an attachment member, a control arm, a frame member, etc.,shown as control arm 502. The suspension system 500 also includes a hubassembly, a wheel attachment member, etc., shown as wheel hub 580 and apower transmission system 570 configured to transfer power from thecontrol arm 502 to the wheel hub 580. The power transmission system 570includes multiple gear systems, gear trains, etc. Specifically, thepower transmission system 570 includes a first or drive gear train 572,a second or steering gear train 574, and a third or steering knucklegear train 576.

Drive Gear Train

The drive gear train 572 is configured to transfer power to a wheel, atractive member, a tractive element, a rotational member, a drivenmember, etc., shown as tractive element 504. The drive gear train 572 isconfigured to receive input power (e.g., rotational kinetic energy,torque, rotation, etc.) through an input shaft 510. The input shaft 510can be driven to rotate about an axis 512 that extends centrally throughthe input shaft 510. The drive gear train 572 outputs torque or power(e.g., rotational kinetic energy) to the tractive element 504 through anoutput shaft 532. An axis 528 extends centrally and longitudinallythrough the output shaft 532 and is laterally offset from the axis 512.In this way, the drive gear train 572 transfers rotational kineticenergy from the input shaft 510 to the output shaft 532 that arelaterally offset from each other.

The input shaft 510 includes a spline, a geared end, etc., shown asteeth 514. The input shaft 510 is configured to receive rotationalkinetic energy through the teeth 514. For example, the input shaft 510can be driven to rotate through the teeth 514 and a member (e.g., afemale member) that is configured to engage the input shaft 510 throughthe teeth 514. The drive gear train 572 includes a first gear 516 thatis fixedly and rotatably coupled with the input shaft 510. The firstgear 516 includes teeth 518 and is configured to engage and drive alaterally offset gear, shown as second gear 524. The second gear 524 isfixedly and rotatably coupled with an intermediate shaft 522 that islaterally offset from the input shaft 510. An axis 520 extends centrallythrough the intermediate shaft 522 and is laterally offset from the axis512. The intermediate shaft 522 includes the second gear 524 and a thirdgear 526 positioned or disposed at opposite ends of the intermediateshaft 522. The second gear 524 and the third gear 526 can be similar tothe first gear 516 and can include similar teeth. In some embodiments,the second gear 524 and the third gear 526 have a same number of teeth.In other embodiments, the second gear 524 and the third gear 526 have adifferent number of teeth (e.g., the second gear 524 has more teeth thanthe third gear 526 or vice versa). The second gear 524 and the thirdgear 526 are longitudinally offset at opposite ends of the intermediateshaft 522.

The third gear 526 is configured to engage a corresponding gear, shownas fourth gear 530. The fourth gear 530 is fixedly and rotatably coupledwith an output shaft 532 such that rotation of the third gear 526 drivesthe output shaft 532 to also rotate. The output shaft 532 is laterallyoffset from both the axis 520 that extends through the intermediateshaft 522 and the axis 512 that extends through the input shaft 510. Theoutput shaft 532 includes the fourth gear 530 positioned at a first end,and an engagement portion, teeth, a spline, etc., shown as engagementportion 586. The engagement portion 586 is configured to engage acorresponding portion of the tractive element 504 to drive the tractiveelement 504. In this way, rotational kinetic energy is transferredthrough the drive gear train 572 from the input shaft 510, through thefirst gear 516, the second gear 524, the intermediate shaft 522, thethird gear 526, the fourth gear 530, and the output shaft 532 to thetractive element 504. The drive gear train 572 can receive inputrotational kinetic energy at a speed ω₁ with a torque T₁ and may outputkinetic energy at a speed ω₂ with a torque T₂. In some embodiments, theoutput torque T₂ is greater than the input torque T₁ (e.g., T₂>T₁) andthe output speed ω₂ is less than the input speed ω₁ (e.g., ω₂<ω₁). Inother embodiments, the output torque T₂ is less than the input torque T₁(e.g., T₂<T₁) and the output speed ω₂ is greater than the input speed ω₁(e.g., ω₂>ω₁). In other embodiments, the output torque T₂ is equal tothe input torque T₁ (e.g., T₂=T₁) and the output speed ω₂ is equal tothe input speed ω₁ (e.g., ω₂=ω₁).

The output shaft 532 can be configured to directly engage the tractiveelement 504 or may be configured to indirectly engage and drive thetractive element 504. For example, the output shaft 532 can beconfigured to drive an axle (e.g., a constant velocity joint) disposedbetween the output shaft 532 and the tractive element 504. In this way,an orientation of the tractive element 504 (e.g., a steeringorientation) may change, while still facilitating the transmission ofdrive power to the tractive element 504.

Steering Gear Train

Referring still to FIGS. 5 and 6 , the steering gear train 574 includesa steering gear, shown as first gear 540 and a steering shaft, shown asfirst shaft 542. The first gear 540 and the first shaft 542 include aninner volume through which the input shaft 510 extends. The input shaft510 may slidably couple with or slidably engage an inner surface of thefirst gear 540 and the input steering shaft 542. For example, an innersurface of the first gear 540 and the input steering shaft 542 can beconfigured to slidably engage an outer surface of the input shaft 510.The first gear 540 and the input steering shaft 542 can be co-axial withthe input shaft 510.

The first gear 540 is configured to be driven by an input gear 538 andan input shaft 536. The input gear 538 is fixedly and rotatably coupledwith the input shaft 536. The input shaft 536 and the input gear 538 arelaterally offset from the input shaft 510 of the drive gear train 572and the first shaft 542 of the steering gear train 574. The input gear538 and the input shaft 536 can receive input rotational kinetic energyand transfer the rotational kinetic energy to the first gear 540 and thefirst shaft 542.

The steering gear train 574 includes a first gear 544 that is fixedlyand rotatably coupled with the first shaft 542. The first gear 544 isdriven by the first shaft 542 and transfers rotational kinetic energy toa second gear 546 of the steering gear train 574. The first gear 544 canbe slidably coupled with the exterior surface of the input shaft 510such that the input shaft 510 and the gear 544 can rotate independentlyof each other. The first gear 544 is configured to drive a second gear546. The first gear 544 and the second gear 546 can mesh or engage eachother (e.g., through correspondingly configured teeth) to facilitate thetransfer of rotational kinetic energy from the first gear 544 to thesecond gear 546. The second gear 546 can be slidably coupled with theintermediate shaft 522 such that the second gear 546 can rotateindependently of the intermediate shaft 522. The second gear 546 of thesteering gear train 574 can be co-axial with the intermediate shaft 522of the drive gear train 572. The intermediate shaft 522 can extendthrough the second gear 546 (e.g., through a central aperture of thesecond gear 546) such that the intermediate shaft 522 can rotateindependently of the second gear 546. The second gear 546 of thesteering gear train 574 can be positioned between the second gear 524and the third gear 526 of the drive gear train 572.

The second gear 546 is configured to mesh with or engage a third gear548 and drive the third gear 548. The third gear 548 can havecorrespondingly configured teeth that engage the second gear 546 tofacilitate the transfer of rotational kinetic energy from the secondgear 546 to the third gear 548. The third gear 548 may be fixedlycoupled or integrally formed with an output shaft 550. The output shaft550 can be co-axial with the output shaft 532 of the drive gear train572. The output shaft 550 may include an inner volume that is configuredto receive the output shaft 532 of the drive gear train 572 therethroughsuch that the output shaft 550 can rotate relative to the output shaft532 of the drive gear train 572.

The output shaft 550 includes an engagement portion, a driving portion,a steering portion, a steering guide, etc., shown as steering member588. The steering member 588 can protrude radially outwards from theoutput shaft 550 and is configured to engage and drive/steer thetractive element 504. The steering member 588 is configured to engage asteering bevel (e.g., engagement portion 586) of the wheel hub 580. Inparticular, the steering member 588 is configured to drive a first yoke582 of the wheel hub 580 that the tractive element 504 rotatably coupleswith. Rotation of the output shaft 550 drives rotation of the first yoke582 relative to a second yoke 584 of the wheel hub 580 about axis 590.In this way, the steering gear train 574 can be operated to rotate thetractive element 504 for steering purposes (e.g., to rotate the firstyoke 582 relative to the second yoke 584 about the axis 590). Thesteering gear train 574 can be driven to rotate the first yoke 582relative to the second yoke 584 in either direction.

Knuckle Gear Train

Referring still to FIGS. 5-6 , the steering knuckle gear train 576includes a first gear 554 that is configured to be driven by an inputshaft 553. The input shaft 553 and the first gear 554 are centered aboutthe axis 512. The input shaft 553 may be co-cylindrical with the firstshaft 542 of the steering gear train 574 and the input shaft 510 of theof the drive gear train 572. For example, the input shaft 510 of thedrive gear train 572 may extend through and be slidably coupled with thefirst shaft 542 of the steering gear train 574, with the first shaft 542of the steering gear train 574 extending through and slidably couplingwith the input shaft 553. The input shaft 553 may fixedly couple and/orrotatably couple with the first gear 554 such that rotational kineticenergy or torque may be input to the first gear 554 through the inputshaft 553.

The first gear 554 can be rotatably and/or slidably coupled with anexterior (e.g., a radially outwards facing surface) of the first shaft542 such that the first gear 554 can rotate independently of the firstshaft 542. The first gear 554 is configured to engage a second gear 556of the steering knuckle gear train 576. The second gear 556 can berotatably coupled and/or slidably coupled with the intermediate shaft522 such that the second gear 556 can rotate relative to orindependently of the intermediate shaft 522. For example, the secondgear 556 can be rotatably coupled with the intermediate shaft 522 usinga bearing, a ball bearing, a roller bearing, a slidable coupling, alow-frictional interface, etc. The second gear 556 rotates about theaxis 520 independently of rotation of the intermediate shaft 522.

The second gear 556 is configured to drive or engage a third gear 558which is fixedly coupled with an output shaft 560 of the steeringknuckle gear train 576. The third gear 558 is fixedly coupled orintegrally formed with the output shaft 560 such that rotation of thethird gear 558 results in rotation of the output shaft 560. The outputshaft 560 and the third gear 558 are rotatably coupled with the outputshaft 532 of the drive gear train 572 such that the output shaft 560 andthe third gear 558 can rotate independently of the output shaft 532. Theoutput shaft 550 of the steering gear train 574, the output shaft 560 ofthe steering knuckle gear train 576, and the output shaft 532 of thedrive gear train 572 are all co-cylindrical with each other (e.g.,centered about the axis 528).

The output shaft 560 of the steering knuckle gear train 576 is fixedlycoupled or integrally formed with the second yoke 584 such that rotationof the output shaft 560 about the axis 528 drives the second yoke 584 torotate about the axis 528. In this way, the second yoke 584 can berotated about the axis 528 by operation (e.g., by driving) the steeringknuckle gear train 576. In some embodiments, rotational kinetic energycan be input into the steering knuckle gear train 576 in eitherdirection to drive the second yoke 584 to rotate about the axis 528 ineither direction. For example, the input shaft 553 can be driven torotate about the axis 512 in either direction, thereby driving thesecond yoke 584 and the first yoke 582 to rotate about the axis 528 ineither direction.

In this way, the steering knuckle gear train 576 can be operated toachieve adjustment or rotation of the wheel hub 580 about the axis 528,while the steering gear train 574 can be operated to achieve adjustmentor rotation of the tractive element 504 about the axis 590.Advantageously, the power transmission system 570 can be used to adjustan orientation of the tractive element 504 in several directions (e.g.,about the axis 590 and the axis 528) and to transmit power (e.g.,rotational kinetic energy) from a primary mover (e.g., an engine, amotor, etc.) of a vehicle to the tractive element 504.

Referring now to FIGS. 5-8 , the suspension system 500 can include threepower transmission systems 570 that are all driven by a common inputshaft 510, a common first gear 540, and a common input shaft 553. Eachof the power transmission systems 570 a-c are configured to transmitpower to, steer, and adjust the orientation of the wheel hub 580 for acorresponding wheel hub 580 and a corresponding tractive element 504.For example, the power transmission system 570 a is configured toprovide power to a tractive element 504 a of a wheel hub 580 a.Likewise, the power transmission system 570 b and the power transmissionsystem 570 c are configured to provide rotational power to tractiveelements 504 b and 504 c of the wheel hubs 580 b and 580 c,respectively. The power transmission systems 570 a-c can also beoperated to rotate the tractive elements 504 about their respective axes590 as well as about their respective axes 528. In this way, thetractive elements 504 can each have several degrees of freedom and areable to rotate about the corresponding axis 590 and the axis 528. Insome embodiments, the power transmission systems 570 are configured torotate in unison about a central axis 512 that extends longitudinallythrough a center of the suspension system 500. In some embodiments, thecentral axis 512 is the axis 512 that extends centrally through theinput shaft 510.

In some embodiments, the control arm 502 includes a first adjustmentmember 596 a and a second adjustment member 596 b. The first adjustmentmember 596 a and second adjustment member 596 b can be screws, elongatedmembers, cylindrical members, threaded members, worms, etc. The firstadjustment member 596 a and the second adjustment member 596 b areconfigured to pivotally or rotatably couple with the control arm 502 tofacilitate rotation of the power transmission systems 570 and thetractive elements 504 about the axis 512. In some embodiments, the firstadjustment member 596 a and the second adjustment member 596 b areconfigured to rotate within a corresponding guide structure 594. Forexample, the first adjustment member 596 a can be received within androtatably couple with the guide structure 594 a. The guide structure 594a can be a hollow cylindrical member that is integrally formed with thecontrol arm 502. The second adjustment member 596 b is similar to thefirst adjustment member 596 a and is received within a guide structure594 b that is positioned on an opposite side of the control arm.

The control arm 502 includes an inner volume 589 and is configured torotatably couple with a housing member 597 that the power transmissionsystems 570 extend through. In some embodiments, the housing member 597includes sidewalls that are configured to enclose and/or protect thevarious gears and shafts of the power transmission systems 570. Thehousing member 597 includes a male pivotal member 591. The control arm502 includes a female pivotal member 598 that is integrally formed withthe control arm 502 and is configured to receive the male pivotal member591 therewithin. The male pivotal member 591 can have a generallycylindrical or rotor shape, and the female pivotal member 598 includesan internal volume that is configured to receive the male pivotal member591. For example the male pivotal member 591 can include a radialprotrusion that is configured to rotatably or pivotally couple with thefemale pivotal member 598. The radial protrusion can include teeth 587that are configured to engage the threads 595 of the first adjustmentmember 596 a and the second adjustment member 596 b. The female pivotalmember 598 and the male pivotal member 591 can be co-axial with eachother and may both be centered about the axis 512. The female pivotalmember 598 and the male pivotal member 591 each include a centralopening, a central aperture, an inner volume, etc., through which thefirst shaft 542 of the steering gear train 574, the input shaft 553 ofthe steering knuckle gear train 576, and the input shaft 510 of thedrive gear train 572 extend.

The housing member 597 and thereby the power transmission systems 570can be driven to rotate about the central axis 512 by the firstadjustment member 596 a and the second adjustment member 596 b. Forexample, the first adjustment member 596 a and the second adjustmentmember 596 b can be driven to rotate about their respective axes 592that extend longitudinally through the adjustment members 602. In someembodiments, the first adjustment member 596 a is driven to rotate aboutthe axis 592 a in a first direction (e.g., a clockwise direction) whilethe second adjustment member 596 b is driven to rotate about the axis592 b in a second direction that is opposite the first direction (e.g.,a counter-clockwise direction) to drive the male pivotal member 591, thehousing member 597, and the power transmission systems 570 to rotateabout the central axis 512. The first adjustment member 596 a and thesecond adjustment member 596 b can be driven to rotate about theirrespective axes 592 to rotate the power transmission systems 570, thewheel hubs 580, and the tractive elements 504 about the central axis512.

In this way, the tractive elements 504 can be orbitally rotated. Thetractive elements 504 can be rotated in unison about the central axis512. The tractive elements 504 can each receive rotational kineticenergy or mechanical energy to drive the tractive elements 504 throughtheir corresponding power transmission systems 570. Specifically, eachof the tractive elements 504 can be driven to rotate for transportationthrough the corresponding drive gear trains 572. Likewise, each of thetractive elements 504 can be driven to rotate for steering through theircorresponding steering gear trains 574. The tractive elements 504 can berotated about their corresponding axes 528 through their correspondingknuckle gear trains 576.

Referring particularly to FIG. 9 , the suspension system 500 can beconfigured for two tractive elements 504. Specifically, the tractiveelements 504 can be configured to orbitally rotate in unison about theaxis 512. The tractive elements 504 can be independently or in unison bedriven to rotate for transportation through their corresponding drivegear trains 572, for steering through their corresponding steering geartrains 574, and can be driven to rotate about their respective axes 512through their corresponding or respective knuckle gear trains 576.

Extendable Orbital Suspension System

Referring particularly to FIGS. 10-12 , a suspension system 600 for atractive element 604 includes a power transmission assembly 606. Thepower transmission assembly 606 can be configured to provide mechanicalenergy (e.g., rotational kinetic energy, power, torque, etc.) fortransportation. In some embodiments, the power transmission assembly 606is configured to transfer mechanical energy to the tractive element 604to rotate the tractive element 604 in direction 650 or to rotate thetractive element 604 in a direction that is opposite the direction 650.

The tractive element 604 can be the same as or similar to the tractiveelements 504. In some embodiments, the tractive element 604 is a wheel,a tire, a tread, etc., that is configured to frictionally engage aground surface (e.g., in static friction) and propel a vehicle along theground surface.

Referring particularly to FIG. 10 , the power transmission assembly 606is configured to rotatably couple with the tractive element 604. Thetractive element 604 may be supported by and able to rotate relative tothe power transmission assembly 606. The power transmission assembly 606can be configured to drive or transfer mechanical energy to the tractiveelement 604 to rotate for steering. The power transmission assembly 606can also be configured to drive or transfer mechanical energy to thetractive element 604 to rotate a wheel hub of the tractive element 604.

The power transmission assembly 606 can include a plurality of ormultiple telescoping cylinders that are configured to slidably translaterelative to each other. In some embodiments, the power transmissionassembly 606 includes a first outer member, a first telescoping member,a first outer housing, etc., shown as first outer member 608 a. Thepower transmission assembly 606 can also include a second outer member608 b or a central outer member 608 b. The power transmission assembly606 can also include a third outer member, a third telescoping member, athird outer housing member, etc., shown as third outer member 608 c. Thefirst outer member 608 a and the third outer member 608 c can bepositioned on either side of the second outer member 608 b. The firstouter member 608 a, the second outer member 608, and the third outermember 608 c may be hollow members configured to receive and slidablytranslate relative to corresponding inner members. For example, thefirst outer member 608 a and the third outer member 608 c can beconfigured to receive a corresponding first inner member 610 a and athird inner member 610 c, respectively such that the inner members 610can translate (e.g., slidably translate) relative to the correspondingouter members 608 (e.g., translate within).

Likewise, the second outer member 608 b is configured to slidablyengage, slidably couple with, translatably couples with, etc., acorresponding second or central inner member 610 b. In some embodiments,the first outer member 608 a, the second outer member 608 b, and thethird outer member 608 c are integrally formed with each other. In someembodiments, the first inner member 610 a, the second inner member 610b, and the third inner member 610 c are integrally formed with eachother. In some embodiments, the second outer member 608 b and the secondinner member 610 b define a central telescoping member, a centraltelescoping shaft, a central telescoping housing member, etc. Thecentral telescoping member can be supported on either side by the outermembers 608 a and 608 c and the corresponding inner members 610 a and610 c.

In some embodiments, the outer members 608 a and 608 c and theircorresponding inner members 610 a and 610 c are suspension components(e.g., damper piston 609 a and damper piston 609 c, respectively). Forexample, the outer member 608 a and the corresponding inner member 610 ccan be a damper or a piston (e.g., damper pistons 609) that isconfigured to absorb shocks, impacts, sudden translation of the tractiveelement 604, etc., that is transferred to the power transmissionassembly 606 through the tractive element 604. In some embodiments, thedampers or pistons are positioned on either side of the centraltelescoping member as shown in FIGS. 10-12 .

Referring still to FIG. 10 , the outer members 608 and theircorresponding inner members 610 each define a corresponding longitudinalaxis 612. Specifically, the first outer member 608 a and the first innermember 610 a may define a longitudinal axis 612 a, the second or centralouter member 608 b and the corresponding second inner member 610 b maydefine a longitudinal axis 612 b, and the third outer member 608 c andthe corresponding inner member 610 c may define a longitudinal axis 612c. In some embodiments, the longitudinal axes 612 a-612 c are parallelwith each other.

Referring still to FIG. 10 , the power transmission assembly 606includes a drive train 672 that is configured to receive rotationalkinetic energy or mechanical energy and transfer the mechanical energyto the tractive element 604 for transportation purposes (e.g., to rotatethe tractive element 604 to transport the vehicle). The drive train 672includes a central shaft, an input shaft, an elongated member, etc.,shown as drive shaft 614. The drive shaft 614 extends through the secondor central outer member 608 b and the second or central inner member 610b. The drive shaft 614 is configured to receive rotational kineticenergy or mechanical energy and transfer the mechanical energy to thetractive element 604 for transportation. The drive shaft 614 can be atelescoping member, including an outer member 616 and an inner member618. The outer member 616 is configured to rotatably couple with theinner member 618 such that the outer member 616 and the inner member 618rotate in unison. In some embodiments, the outer member 616 includes aninner volume and a spline or interlocking portions that are configuredto engage corresponding spline or interlocking portions of the innermember 618. In some embodiments, the outer member 616 is configured totranslate relative to the inner member 618 or vice versa, such that anoverall longitudinal length of the outer member 616 and the inner member618 may increase or decrease. Likewise, the outer member 616 isconfigured to rotatable couple with the inner member 618 such that theouter member 616 can drive the inner member 618 to rotate.

The drive shaft 614 includes or is fixedly coupled with an input gear, afirst bevel gear, etc., shown as input gear 626. In some embodiments,the input gear 626 is fixedly coupled with the outer member 616 suchthat the input gear 626 can be driven to rotate the outer member 616 andthe inner member 618. The input gear 626 can be positioned at a first orproximate end of the outer member 616 that is opposite a second ordistal end of the outer member 616 that receives the inner member 618therewithin.

Referring still to FIG. 10 , the drive shaft 614 includes an outputgear, a second bevel gear, etc., shown as output gear 620. The outputgear 620 can be fixedly coupled with the inner member 618. In someembodiments, the output gear 620 is fixedly and rotatably coupled withthe inner member 618 such that rotation of the inner member 618 drivesthe output gear 620 to rotate. For example, the output gear 620 may bepress fit, keyed, fastened, etc., or otherwise fixedly coupled with theinner member 618. The input gear 626 can be similarly fixedly coupledwith the outer member 616. In some embodiments, the output gear 620 andthe input gear 626 are fixedly coupled with the drive shaft 614 atopposite ends of the drive shaft 614. For example, the output gear 620can be fixedly coupled with the inner member 618 at an end of the innermember 618 that is opposite the end of the inner member 618 that extendsinto and slidably couples with the outer member 616.

The drive train 672 includes a driven gear, a third bevel gear, etc.,shown as driven gear 622. The driven gear 622 is configured to engage,mesh with, etc., the output gear 620 such that the mechanical energy ofthe output gear 620 is transferred to the driven gear 622 fortransportation. The driven gear 622 can be mounted on, fixedly coupledwith, press fit onto, keyed with, etc., a corresponding shaft. The shaftmay fixedly and rotatably couple with an axle that drives the tractiveelement 604. In some embodiments, the output gear 620 and the drivengear 622 are bevel gears that transfer the mechanical energy from afirst axis (i.e., the longitudinal axis 612 b that extends through thedrive shaft 614) to a second axis that extends through the driven gear622, shown as axis 686. In some embodiments, the axis 686 isperpendicular with the longitudinal axis 612 b. The driven gear 622 canbe rotatably fixedly coupled with an axle 624 that transfers the torqueor the rotational kinetic energy to the tractive element 604.

Referring still to FIG. 10 , the power transmission assembly 606includes a steering train 674 that is configured to rotate the tractiveelement 604 for steering. The steering train 674 includes a steeringinput shaft 630 that is configured to rotate about the longitudinal axis612 b. The steering input shaft 630 can be co-cylindrical with the driveshaft 614, or may be co-axial with the longitudinal axis 612 b. Thesteering input shaft 630 may be hollow and can include an inner volumethrough which the drive shaft 614 extends. In some embodiments, anexterior surface (e.g., a radially outwards facing surface) of the driveshaft 614 is slidably coupled with an interior surface (e.g., a radiallyinwards facing surface) of the steering input shaft 630. The steeringinput shaft 630 and the drive shaft 614 can be rotatably coupled witheach other such that the steering input shaft 630 and the drive shaft614 can rotate relative to each other and/or independently of eachother.

The steering input shaft 630 can be a telescoping member including aninner member 634 and an outer member 632. The inner member 634 can be ahollow cylindrical and/or elongated member that is configured to bereceived within a corresponding inner volume or hollow portion of theouter member 632. The inner member 634 and the outer member 632 can bothbe hollow members such that the drive shaft 614 may extend therethrough.A radially outwards facing surface of the inner member 634 can slidablycouple with a radially inwards facing surface of the outer member 632.The inner member 634 and the outer member 632 can be fixedly rotatablycoupled (e.g., with a spline or an interlocking fit) with each othersuch that rotation of the inner member 634 drives rotation of the outermember 632 and vice versa. While the inner member 634 and the outermember 632 are fixedly rotatably coupled, the inner member 634 and theouter member 632 may still be translatably slidably coupled such thatthe inner member 634 can extend or retract relative to the outer member632 (or vice versa) thereby increasing or decreasing an overalllongitudinal length of the steering input shaft 630.

Referring still to FIG. 10 , the steering input shaft 630 includes aninput gear, an input steering gear, a bevel gear, etc., shown as inputsteering gear 628, according to an exemplary embodiment. The inputsteering gear 628 can be rotatably fixedly coupled with the outer member632. Specifically, the input steering gear 628 can be press fit, slipfit, keyed, etc., onto the outer member 632. In other embodiments, theinput steering gear 628 is integrally formed with the outer member 632.The input steering gear 628 can be longitudinally positioned at an inputend of the steering input shaft 630. For example, the input steeringgear 628 can be longitudinally positioned proximate the input gear 626.

The steering input shaft 630 also includes an output gear, an outputsteering gear, another bevel gear, etc., shown as output steering gear636. The output steering gear 636 can be positioned longitudinally at anopposite end of the steering input shaft 630 as compared to the inputsteering gear 628. The input steering gear 628 can be positioned at afirst longitudinal end of the steering input shaft 630 (e.g., at theinput end) while the output steering gear 636 can be positioned at anopposite end of the steering input shaft 630 (e.g., at an output end,proximate the tractive element 604).

The output steering gear 636 can be fixedly rotatably coupled with theinner member 634 of the steering input shaft 630. For example, theoutput steering gear 636 can be integrally formed, keyed, press fit,etc., onto the inner member 634 of the steering input shaft 630.

The output steering gear 636 may be a bevel gear that is configured toengage a corresponding steering bevel gear 638. The steering bevel gear638 can be configured to drive a steering member that engages a steeringbevel. For example, the output steering gear 636 can transfer rotationalkinetic energy or torque from the steering input shaft 630 to steer thetractive element 604. The output steering gear 636 can be configured torotate to drive an inner yoke 682 to rotate about axis 688 relative toan outer yoke 684. The inner yoke 682 and the outer yoke 684 may definea hub assembly 690. The hub assembly 690 can be the same as or similarto the wheel hub 580. In this way, the outer yoke 684 can be the same asor similar to second yoke 584, and the inner yoke 682 can be the same asor similar to the first yoke 582. The hub assembly 690 can includesimilar configurations to the wheel hub 580 for steering, with the inputtorque for steering received at the hub assembly 690 from the steeringinput shaft 630 and the steering bevel gear 638. In this way, thesteering train 674 can be operated independently of the drive train 672to steer the tractive element 604 (e.g., to rotate the tractive element604 about the axis 688 in either direction).

Referring still to FIG. 10 , the power transmission assembly 606includes a knuckle drive train 676. The knuckle drive train 676 can beconfigured to drive the outer yoke 684 to rotate about the axis 686. Theknuckle drive train 676 includes a knuckle input shaft 642 that extendslongitudinally along the longitudinal axis 612 b. The knuckle inputshaft 642 can be co-cylindrical with the steering input shaft 630 andthe drive shaft 614. The knuckle input shaft 642 can also be a hollowshaft and may include an inner volume through which the steering inputshaft 630 and the drive shaft 614 extend. In some embodiments, theknuckle input shaft 642 is a radially outermost shaft of the knuckleinput shaft 642, the steering input shaft 630, and the drive shaft 614.For example, the drive shaft 614 may be a central shaft that extendsthrough the steering input shaft 630 (e.g., through an inner cavity orhollow cylindrical portion of the steering input shaft 630), and thesteering input shaft 630 may extend through an inner volume, an innercavity, a hollow portion, etc., of the knuckle input shaft 642. Theknuckle input shaft 642 can be rotatably slidably coupled with thesteering input shaft 630 such that the knuckle input shaft 642 canrotate about the longitudinal axis 612 b independently of the steeringinput shaft 630. In this way, the knuckle input shaft 642, the steeringinput shaft 630, and the drive shaft 614 can all be co-cylindrical witheach other and rotatably free relative to each other, such that theknuckle input shaft 642, the steering input shaft 630, and the driveshaft 614 can each be driven independently.

The knuckle input shaft 642 can also be a telescoping shaft or anextendable/retractable shaft. The knuckle input shaft 642 includes anouter shaft member 644 and an inner shaft member 646. The inner shaftmember 646 can be rotatably fixedly coupled with the outer shaft member644 and may be received within the outer shaft member 644. For example,the inner shaft member 646 and the outer shaft member 644 can berotatably fixedly coupled with each other with a spline fit. The innershaft member 646 and the outer shaft member 644 can be translatably orslidably coupled with each other such that the inner shaft member 646can translate relative to the outer shaft member 644 in the longitudinaldirection (e.g., such that an overall longitudinal length of the knuckleinput shaft 642 can increase or decrease). In this way, the inner shaftmember 646 and the outer shaft member 644 can be telescoping tubular orshaft member that are rotatably fixedly coupled with each other.

The knuckle input shaft 642 include an input bevel gear, a knuckle inputgear, an input gear, etc., shown as knuckle input gear 640. The knuckleinput gear 640 can be a bevel gear and may be fixedly coupled with theknuckle input shaft 642 at a first end, an input end, etc., of theknuckle input shaft 642. Specifically, the knuckle input gear 640 can bepositioned at an end of the knuckle input shaft 642 that is proximatethe input gear 626. The knuckle input gear 640 can be fixedly rotatablycoupled with the outer shaft member 644 of the knuckle input shaft 642.The knuckle input gear 640 can be integrally formed, keyed, press fit,etc., or otherwise fixedly coupled with the outer shaft member 644 ofthe knuckle input shaft 642. The knuckle input gear 640 can be directlyadjacent the input steering gear 628 and may be slidably coupled withthe input steering gear 628 such that the knuckle input gear 640 canrotate relative to the input steering gear 628.

The knuckle input shaft 642 includes an output gear, a bevel gear, anknuckle output gear, etc., shown as knuckle output gear 648. The knuckleoutput gear 648 can be longitudinally positioned at an end of theknuckle input shaft 642 that is opposite the knuckle input gear 640. Forexample, the knuckle output gear 648 can be longitudinally positioned atan end of the knuckle input shaft 642 that is proximate the tractiveelement 604. The knuckle output gear 648 can be fixedly coupled (e.g.,keyed, press fit, integrally formed, etc.) with the inner shaft member646. In some embodiments, the knuckle output gear 648 is directlyadjacent or engages the output steering gear 636. The knuckle outputgear 648 can be slidably and/or rotatably coupled with the outputsteering gear 636 such that the knuckle output gear 648 may rotatefreely or independently relative to the output steering gear 636.

The knuckle output gear 648 is configured to mesh, engage, etc., acorresponding portion of the outer yoke 684 such that rotation of theknuckle output gear 648 drives rotation of the outer yoke 684 about theaxis 686. The outer yoke 684 can include teeth that are configured tomesh with or engage teeth of the knuckle output gear 648.

Referring particularly to FIGS. 11-12 , the suspension system 600 caninclude a first power transmitting shaft 702 that is configured toprovide the drive shaft 614 with rotational kinetic energy or torque. Alateral axis 712 extends longitudinally through the first powertransmitting shaft 702. The lateral axis 712 can extend radially throughthe longitudinal axis 612 b and may be substantially perpendicular withthe longitudinal axis 612 b. The lateral axis 712 can be a longitudinalaxis of the first power transmitting shaft 702.

The first power transmitting shaft 702 can be fixedly coupled with afirst bevel gear 704 that is configured to mesh with the input gear 626.The first bevel gear 704 and the input gear 626 may both be bevel gears(e.g., bevel spur gears, bevel helical gears, etc.) such that rotationof the first power transmitting shaft 702 about the lateral axis 712drives the drive shaft 614 to rotate about the longitudinal axis 612 b.The first power transmitting shaft 702 can be driven by an engine, anelectric motor, etc. In this way, the first power transmitting shaft 702can be driven to drive the tractive element 604 for transportation.

The suspension system 600 can include a second power transmitting shaft706 that is co-cylindrical with the first power transmitting shaft 702about the lateral axis 712. The second power transmitting shaft 706 canbe slidably coupled with the first power transmitting shaft 702 and mayinclude an inner volume, an inner cavity, etc., through which the firstpower transmitting shaft 702 extends. The second power transmittingshaft 706 can be driven independently of the first power transmittingshaft 702. The second power transmitting shaft 706 is fixedly coupled orintegrally formed with a second bevel gear 708. The second bevel gear708 is configured to engage or mesh with the input steering gear 628 totransfer rotational kinetic energy, mechanical energy, torque, etc.,from the second power transmitting shaft 706 to the input steering gear628 (e.g., for steering the tractive element 604). In this way, thetractive element 604 can be steered by driving the second powertransmitting shaft 706 independently of the first power transmittingshaft 702.

Referring still to FIGS. 11-12 , the suspension system 600 includes athird bevel gear 710 that is configured to engage the knuckle input gear640. The third bevel gear 710 can be rotatably coupled with the secondpower transmitting shaft 706 such that the third bevel gear 710 canrotate independently of the second power transmitting shaft 706 aboutthe lateral axis 712. The third bevel gear 710 can be driven by anothershaft that is configured to rotatably and slidably couple with thesecond power transmitting shaft 706. In this way, the mechanical energyor torque input to the knuckle input gear 640 can be providedindependently of the mechanical energy or torque inputs of the firstpower transmitting shaft 702 and the second power transmitting shaft706.

Referring particularly to FIG. 12 , the axle 624 can include a universaljoint 714. The universal joint 714 facilitates transferring therotational kinetic energy from the driven gear 622 to the tractiveelement 604 and may be rotatably fixedly coupled with the shaft withwhich the driven gear 622 is fixedly coupled. Advantageously, theuniversal joint 714 facilitates providing mechanical energy to thetractive element 604 for transportation even when the tractive element604 is steered.

Referring now to FIGS. 13-14 , a suspension system 800 includes three ofthe suspension systems 600 that are angularly offset 120 degrees fromeach other. The suspension system 800 includes a housing member, a bodymember, a central member, etc., shown as body 802. The body 802 can beintegrally formed with the outer members 608 of each of the suspensionsystems 600. For example, the body 802 can be integrally formed with thecentral member 608 of each of the suspension systems 600. The centralmember 608 can be co-axial with the first power transmitting shaft 702and the second power transmitting shaft 706. The central member 608 canbe rotatably coupled with a body or a frame of a vehicle and can bedriven to rotate about the lateral axis 712 to thereby rotate thesuspension systems 600 in unison.

Referring to FIGS. 10 and 14 , the outer members 608 and the innermembers 610 can define an inner volume 804. The inner volume 804 can befilled with a hydraulic fluid or any other incompressible fluid whichmay be selectably added or removed. In this way, the inner volumes 804of each of the suspension systems 600 can be increased or decreased byadding fluid to the inner volumes 804. Adding fluid to the inner volumes804 drives the inner members 610 to translate relative to the outermembers 608 such that an overall longitudinal length of the suspensionsystem 800 is increased. Removing fluid from the inner volumes 804drives the inner members 610 to translate relative to the outer members608 such that the overall longitudinal length of the suspension system800 is decreased. As shown in FIGS. 13-14 , the longitudinal length ofthe suspension system 800 can be adjusted (e.g., increased or decreased)to raise or lower the tractive element 604.

The fluid can be selectively added or removed from the inner volumes 804to raise or lower the tractive elements 604. In some embodiments, thefluid is added or removed using a pump and can be added or removed toachieve a desired position (e.g., a desired longitudinal length) of thetractive element 604. The pump can be a hydraulic or a pneumatic pumpand may be configured to provide the fluid from a reservoir. Any numberof valves, connections, connectors, tubular members, etc., can be usedto fluidly couple the reservoir with the inner volumes 804 of thesuspension systems 600.

Extending Length Control Arm

Referring now to FIGS. 15-19 , an adjustable length control armsuspension system 1000 includes a frame 1002, and tractive elements,wheels, tires, treads, etc., shown as tractive elements 1004. Thetractive elements 1004 are fixedly coupled with the frame 1002 through asupport assembly 1006. The support assembly 1006 can include extendablecontrol arms, extendable/retractable frame members, telescoping supportmembers, extendable structural members, extendable beams, bars,elongated members, etc., shown as extendable control arms 1008. Thesupport assembly 1006 can be positioned between each of the tractiveelements 1004 and the frame 1002 and can pivotally couple with the frame1002 and a wheel hub, a hub assembly, etc., shown as wheel hub 1013 ateach tractive element 1004.

Referring particularly to FIG. 19 , the extendable control arms 1008include an outer member, a first member, an outer elongated member, anouter bar, an outer structural member, an outer support member, etc.,shown as outer member 1010. The extendable control arm 1008 alsoincludes an inner member, a second member, an inner bar, an innerstructural member, an inner support member, etc., shown as inner member1012. The inner member 1012 can be received within a cavity, a bore, acentral openings, an inner volume, an internal volume, a space, etc., ofthe outer member 1010. The inner member 1012 can be slidably coupledwith the outer member 1010 such that the inner member 1012 can translaterelative to the outer member 1010. In some embodiments, outer member1010 includes a track and the inner member 1012 is configured to slidealong the track in either direction. The outer member 1010 can be ahollow bar, beam, elongated member, structural member, etc., with aninternal volume that extends through at least a portion of a length ofthe outer member 1010 and has a cross-sectional shape that correspondsto an outer periphery of the inner member 1012.

The inner member 1012 can be driven to extend or retract relative to theouter member 1010 to increase or decrease an overall longitudinal length1016 of the extendable control arm 1008. A longitudinal axis 1014extends through the extendable control arm 1008 and defines alongitudinal direction along the extendable control arm 1008. Thesupport assembly 1006 can include two sets of two of the extendablecontrol arm 1008. The first set of the extendable control arms 1008 andthe second set of the extendable control arms 1008 can be substantiallyparallel with each other and may be offset a distance 1022 apart betweentheir respective longitudinal axes 1014. In some embodiments, the firstset of extendable control arms 1008 are a lower set of extendablecontrol arms 1008 that are closer to a ground surface and the second setof extendable control arms 1008 are an upper set of extendable controlarms 1008 that are above the first set.

The inner member 1012 can be driven to extend or retract by an actuator1020. The actuator 1020 can be an electric actuator, a hydrauliccylinder, etc., that is positioned within an inner volume of the outermember 1010 (e.g., the inner volume that the inner member 1012 extendsinto). In some embodiments, the extendable control arm 1008 itself is acylinder. The inner volume of the outer member 1010 that the innermember 1012 extends into can be filled with a hydraulic fluid or anyother incompressible fluid. Fluid can be added or removed from the innervolume to extend or retract the inner member 1012 relative to the outermember 1010. For example, fluid can be added to the inner volume toextend the inner member 1012 relative to the outer member 1010, therebyincreasing the overall longitudinal length 1016 of the extendablecontrol arm 1008. Likewise, fluid can be removed from the inner volumeto retract the inner member 1012 relative to the outer member 1010,thereby decreasing the overall longitudinal length 1016 of theextendable control arm 1008.

The actuator 1020 can be positioned within the inner volume of the outermember 1010 and can include an extendable shaft. The extendable shaftcan fixedly couple with an end of the inner member 1012 that extendsinto the inner volume of the outer member 1010. In this way, theactuator (e.g., the linear actuator) can be operated (e.g., extended orretracted) to increase or decrease the overall longitudinal length 1016of the extendable control arm by extending or retracting the innermember 1012 relative to the outer member 1010.

The actuators 1020 of each of the extendable control arms 1008 can beindependently operated to achieve a desired camber angle of the tractiveelement 1004 or to achieve a desired elevation of the frame 1002relative to a ground surface 1024. In some embodiments, the outer member1010 includes a connection portion, an eyelet, an end portion, etc.,shown as connection portion 1018. The connection portion 1018 caninclude an aperture, an opening, a hole, etc., to facilitate coupling(e.g., pivotally coupling) the outer member 1010 with the frame 1002. Insome embodiments, the outer member 1010 pivotally or rotatably coupleswith the frame 1002 through the connection portion 1018. The connectionportion 1018 can be configured to receive a pin or an elongated membertherethrough to rotatably or pivotally couple the extendable control arm1008 with the frame 1002. The connection portion 1018 can be integrallyformed with an outer end (e.g., an end of the outer member 1010 that isproximate the frame 1002) of the outer member 1010, fixedly coupled withthe outer member 1010, etc.

The inner member 1012 can be pivotally coupled with the wheel hub 1013.In some embodiments, the inner member 1012 includes a connection portionsimilar to connection portion 1018 that is configured to couple theinner member 1012 with a ball joint at the wheel hub 1013. In this way,an angle of the extendable control arm 1008 can change, while anorientation of the frame 1002 and the tractive element 1004 may remainrelatively constant (e.g., a camber angle of the tractive element 1004).

Referring particularly to FIGS. 16-18 , various operational abilities ofthe suspension system 1000 are shown. The extendable control arms 1008can be extended or retracted (e.g., by operating the actuators 1020) inunison to raise or lower the frame 1002 relative to the ground surface1024. For example, the actuators 1020 can be operated to extend orretract the extendable control arms 1008 a same amount, therebyelevating the frame 1002 relative to the ground surface 1024 whilepreserving an orientation of the frame 1002 (e.g., increasing ordecreasing a distance 1028 between a bottom of the frame 1002 and theground surface 1024, shown in FIGS. 16-17 ).

The extendable control arms 1008 can also be operated to level the frame1002. For example, a first tractive element 1004 a may rest upon aground surface 1024 a that is elevated relative to a ground surface 1024b that a second tractive element 1004 b rests upon. The extendablecontrol arms 1008 that extend between the first tractive element 1004 aand the frame 1002 may be extended to level the frame 1002. Operatingthe extendable control arms 1008 that extend between the first tractiveelement 1004 a and the frame 1002 may increase the overall longitudinallength 1016 of the extendable control arm 1008, thereby increasing arelative elevation between the first tractive element 1004 a and theframe 1002. A relative elevation 1028 between central axes 1026 (e.g.,central axis 1026 a of the first tractive element 1004 a and centralaxis 1026 b of the second tractive element 1004 b) can be controlled(e.g., increased or decreased) by operating the extendable control arms1008.

For example, the extendable control arms 1008 can be operated to extend,thereby increasing the distance 1028 between the frame 1002 and theground surface 1024. In some embodiments, if the upper set of extendablecontrol arms 1008 and the lower set of extendable control arms 1008 areoperated to extend or retract in unison (e.g., a same amount), the upperset of extendable control arms 1008 and the lower set of extendablecontrol arms 1008 may remain parallel, or a relative angle between theupper set of extendable control arms 1008 and the lower set ofextendable control arms 1008 remains constant.

However, the upper set of extendable control arms 1008 and the lower setof extendable control arms 1008 can be operated to extend or retractdifferent amounts to thereby change a camber angle 1030 of each tractiveelement 1004 as shown in FIG. 18 . The camber angle 1030 is definedbetween a vertical axis 1032 and a central plane or a central axis 1034of the tractive element 1004. The lower set of extendable control arms1008 can be extended, or the upper set of extendable control arms 1008can be retracted (or both) to make the camber angle 1030 more negative(e.g., as shown in FIG. 18 ). Likewise, the lower set of extendablecontrol arms 1008 can be retracted, or the upper set of extendablecontrol arms 1008 can be extended (or both) to make the camber angle1030 more positive.

Advantageously, the extendable control arms 1008 facilitate a suspensionsystem with increased amounts of wheel travel (e.g., travel of thetractive elements 1004), thereby facilitating avoiding interferencebetween vehicle components and the suspension sweep. The extendablecontrol arms 1008 also facilitate increased space availability for tiresweeps. Soft suspension rates and lower roll stiffness may be associatedwith increased wheel travel. By using the extendable control arms 1008,the suspension system 1000 facilitates an adjustable track width thatcan improve handling stability. In some embodiments, the suspensionsystem 1000 facilitates up to 30 inches of suspension travel andincreased suspension sweep clearance. The extendable control arms 1008can also facilitate an added degree of freedom for a transportationmode. The adjustable track width is facilitated by the extendablecontrol arms 1008 and can improve handling stability. The extendablecontrol arms 1008 can be actively controlled (e.g., by a control system)to maintain a desired wheel camber and to maximize wheel contact patch.For an amphibious vehicle, the suspension system 1000 facilitatesproviding an operation to lift and pivot the tractive elements 1004 forimproved water mobility. Track width adjustments can also result in avariable motion ration, effectively changing wheel end suspension ratesfor different operational modes.

The control system can include a controller configured to operate theactuators 1020 to achieve a desired camber angle (e.g., a desired valueof the camber angle 1030 as shown in FIG. 18 ) and to maintain thecamber angle throughout a suspension sweep. The control system can use avariety of hardware configurations and may use a variety of controlschemes to maintain the desired camber angle (e.g., feedback control,PID control, PI control, etc.).

Articulated Arm Suspension

Referring now to FIGS. 20-25 , an articulated arm suspension 1100 for avehicle includes various articulated arms 1110 and tractive elements1104. The tractive elements 1104 can be wheels, tires, treads, rotatablemembers, etc., that are configured to engage (e.g., frictionally engage)a ground surface 1124 and propel the vehicle. The vehicle can include abody, a frame, a hull, a carriage, etc., shown as body 1102. Thetractive elements 1104 are configured to engage the ground surface 1124to transport the vehicle (e.g., to transport the body 1102) along theground surface 1124. The tractive elements 1104 can be configured tosupport the vehicle (e.g., to support the body 1102). Any number oftractive elements 1104 can be used (e.g., six as shown in FIGS. 20-25 ,four, eight, etc.).

The articulated arm suspension 1100 includes multiple articulated arms1110 that extend between the body 1102 and the tractive elements 1104.For example, one of the articulated arms 1110 may extend between each ofthe tractive elements 1104 and the body 1102. The articulated arms 1110can be configured to couple with the body 1102 at a first end (e.g., aninner end) and a wheel hub of the tractive element 1104 at an oppositeend. The body 1102 defines a central longitudinal axis 1106. Thearticulated arms 1110 can extend at least partially in a lateraldirection towards the central longitudinal axis 1106. The articulatedarms 1110 can extend to the central longitudinal axis 1106 and may becoupled with the body 1102 at the central longitudinal axis 1106.

Referring particularly to FIG. 25 , the articulated arm 1110 can be atelescoping member, an extendable member, a retractable member, etc.Specifically, the articulated arm 1110 can include an inner member, aninner tubular member, an extendable member, etc., shown as inner member1114. The articulated arm 1110 can also include an outer member, anouter tubular member, a female member, etc., shown as outer member 1112.The inner member 1114 can be configured to extend or retract relative tothe outer member 1112. The inner member 1114 can be received within aninner volume, a cavity, a hollow portion, etc., of the outer member1112. The inner member 1114 and the outer member 1112 may both betubular members and a cross-sectional shape of the inner volume orcavity of the outer member 1112 that receives the inner member 1114 maycorrespond to a cross-sectional shape or an outer periphery of the innermember 1114. An exterior surface (e.g., a radially outwards facingsurface) of the inner member 1114 can slidably couple with an interiorsurface (e.g., a radially inwards facing surface of the outer member1112). The outer member 1112 may be positioned laterally inwardsrelative to the inner member 1114 (e.g., closer to the centrallongitudinal axis 1106).

The articulated arm 1110 includes a first end, an inner end, a proximateend, etc., shown as inner end 1116 and a second end, an outer end, adistal end, etc., shown as outer end 1118. The outer end 1118 isopposite the inner end 1116. The outer end 1118 can be an outer most endof the inner member 1114 (e.g., an end of the inner member 1114 that ismost proximate the corresponding tractive element 1104 or most laterallyoutwards). The inner end 1116 can be an inner most end of the outermember 1112 (e.g., an end of the outer member 1112 that is mostproximate the central longitudinal axis 1106 or most laterally inwards).

The articulated arm 1110 is coupled, jointed, pivotally coupled, etc.,with the body 1102 at the inner end 1116. The articulated arm 1110 isalso coupled, jointed, pivotally coupled, etc., with a wheel hub, a hubassembly, etc., shown as wheel hub 1108 at the outer end 1118. Thearticulated arm 1110 can be pivotally coupled with the body 1102 at theinner end 1116 with an inner joint 1120. The inner joint 1120 can be aball and socket joint (e.g., providing two degrees or rotational orpivotal freedom), or any other joint to provide at least one degree ofrotational or pivotal freedom. In some embodiments, the inner joint 1120has two degrees of rotational freedom. In other embodiments, the innerjoint 1120 has one degree of rotational freedom (e.g., about thelongitudinal axis 1106, about a lateral axis 1107 that is perpendicularto the longitudinal axis 1106, about a vertical axis 1126 (see FIGS.21-24 ), or any other axis). The inner joint 1120 can be positioned atthe inner end 1116 of the articulated arm 1110 (e.g., at the inner end1116 of the outer member 1112).

The articulated arm 1110 is coupled, jointed, pivotally coupled, etc.,with the wheel hub 1108 at the outer end 1118. The articulated arm 1110can be pivotally coupled with the wheel hub 1108 through an outer joint1122. The outer joint 1122 can be the same as or similar to the innerjoint 1120. For example, the outer joint 1122 can have a same number ofdegrees of rotational freedom as the inner joint 1120. In otherembodiments, the outer joint 1122 has less or more degrees of rotationalor pivotal freedom as the inner joint 1120. In some embodiments, theouter joint 1122 has one or more degrees of rotational or pivotalfreedom about axes that are the same as the axes of the degrees ofrotational/pivotal freedom as the inner joint 1120. For example, if theinner joint 1120 has a degree of rotational or pivotal freedom about thelongitudinal axis 1106, the outer joint 1122 can also have a degree ofrotational or pivotal freedom about the longitudinal axis 1106. In someembodiments, the outer joint 1122 has rotational/pivotal degrees offreedom that are about axes that are different than the inner joint1120. For example, the outer joint 1122 may have a degree of freedomabout an axis other than the longitudinal axis 1106 while the innerjoint 1120 has a degree of freedom about the longitudinal axis 1106.

The wheel hub 1108 can be fixedly coupled with the body 1102 and maysupport the tractive element 1104. The tractive element 1104 can berotatably coupled with the wheel hub 1108 such that the tractive element1104 can rotate relative to the wheel hub 1108 to facilitatetransportation of the vehicle. The tractive element 1104 can be drivenby an electric motor or a rotary actuator 1129 that is coupled (e.g.,fixedly) with the wheel hub 1108. In this way, the electric motor 1129can drive the tractive element 1104 while being supported by the wheelhub 1108. In other embodiments, a drive train is routed through thearticulated arms 1110. For example, the drive train may include shaftsthat extend through the inner volume of the articulated arms 1110 andcan drive bevel gears to transfer the rotational kinetic energy to thetractive elements 1104.

The articulated arm 1110 can be selectively extended or retracted toachieve a desired overall length, and thereby achieve a desired distanceor clearance (e.g., a vertical height) between the body 1102 and theground surface 1124. The articulated arm 1110 may be a hydrauliccylinder that is filled with hydraulic fluid to increase or decrease theoverall length of the articulated arm 1110 (e.g., to extend or retractthe articulated arm 1110). The articulated arm 1110 can include anelectric actuator, a pneumatic cylinder, etc., or any other linearactuator that is positioned within the inner volume of the outer member1112. The actuator can be operated by a controller, a control system, apump, a motor, an engine, etc., or any combination thereof to achieve adesired overall length of the articulated arm 1110. The actuator can beconfigured to drive the inner member 1114 to translate relative to theouter member 1112 (e.g., to extend from or retract into the outer member1112).

Referring now to FIGS. 21-24 , the articulated arms 1110 can beselectively operated (e.g., extended or retracted, increased ordecreased in overall length, etc.) to achieve a desired clearance 1128between the body 1102 and the ground surface 1124. The articulated arms1110 can be operated in unison to extend or retract to increase ordecrease the clearance 1128 between the body 1102 and the ground surface1124. For example, the articulated arms 1110 can be operated to raisethe body 1102 to a maximum height (shown in FIG. 24 ) or lowered to aminimum height (shown in FIG. 22 ). The articulated arms 1110 can alsobe operated to raise or lower the body 1102 to an intermediate height asshown in FIGS. 22 and 23 .

Referring still to FIGS. 21-24 , the articulated arms 1110 can beoperated to pitch the body 1102 forwards 1132 or to pitch the bodyrearwards 1130. For example, articulated arms 1110 that arelongitudinally rearward on the vehicle or the body 1102 can be operatedto extend, thereby pitching the body 1102 forwards 1132. Likewise,articulated arms 1110 that are longitudinally frontward on the vehicleor the body 1102 can be operated to retract, thereby pitching the body1102 forwards 1132. The articulated arms 1110 that are longitudinallyfrontward can be operated to extend, thereby pitching the body 1102rearwards 1130. Likewise, the articulated arms 1110 that arelongitudinally rearward can be operated to retract, thereby pitching thebody 1102 rearwards 1130. The articulated arms 1110 that are rearwardand frontward can be operated in unison (e.g., extended and retracted orvice versa) to pitch the body 1102 forwards 1132 or rearwards 1130. Theamount that the articulated arms 1110 are extended or retracted can becontrolled to achieve both a desired amount of pitch of the body 1102and to achieve a desired height or clearance 1128 of the body 1102.

The articulated arms 1110 can also be operated to control or adjust aroll of the body 1102 (e.g., an angular position of the body 1102 aboutthe central longitudinal axis 1106). For example, articulated arms 1110that are on a right side of the body 1102 (e.g., on a right side of aplane of the body 1102 defined by the vertical axis 1126 and the centrallongitudinal axis 1106) may be extended or retracted to pitch the body1102. Likewise, the articulated arms 1110 that are on a left side of thebody 1102 (e.g., on a left side of a plant of the body 1102 defined bythe vertical axis 1126 and the central longitudinal axis 1106) can beextended or retracted to achieve a desired pitch of the body 1102. Insome embodiments, both the articulated arms 1110 on the left side of thebody 1102 and the articulated arms 1110 that are on the right side ofthe body 1102 are operated in unison to achieve the desired pitch of thebody 1102.

In this way, the pitch, roll, and clearance of the body 1102 can becontrolled or adjusted by operation of the articulated arms 1110. Insome embodiments, the pitch, roll, clearance/elevation, etc., of thebody 1102 is maintained constant (e.g., constant over time) if a degreeof extension or retraction of the articulated arms 1110 is maintained.In other embodiments, the pitch, roll, and/or clearance of the body 1102is adjusted in real-time by operating the articulated arms 1110 in realtime. For example, a control system may operate to extend or retract(e.g., independently or in unison) any of the articulated arms 1110 inreal time. The control system can operate the articulated arms 1110 inreal-time based on sensor feedback (e.g., based on sensor feedbackindicating a degree of extension or retraction of any of the articulatedarms 1110, based on accelerometers or gyroscopes that indicate anacceleration of the body 1102 in multiple directions, etc.).

Referring again to FIG. 20 , the articulated arms 1110 may extend in adirection that is not completely vertical. For example, the articulatedarms 1110 may extend angularly outwards from the central longitudinalaxis 1106. In this way, extension or retraction of the articulated arms1110 can increase or decrease a track width 1134. The track width 1134is defined as a lateral distance (e.g., in the lateral direction, alongthe lateral axis 1107) between the tractive elements 1104. Since thearticulated arms 1110 are angled outwards from the central longitudinalaxis 1106, extending the articulated arms 1110 results in the trackwidth 1134 increasing, while retracting the articulated arms 1110results in the track width 1134 decreasing.

Advantageously, the articulated arm suspension 1100 is a suspensionsystem with multiple degrees of freedom. The articulated arm suspension1100 can be operated to increase or decrease the track width 1134 of thevehicle, to raise or lower the vehicle, and/or to pitch or roll thevehicle as desired. The articulated arm suspension 1100 can provide 36inches of vertical travel. Longitudinal and lateral travel of thetractive elements 1104 can be controlled by an operator of the vehicle.The track width 1134 can be increased to facilitate improved rollresistance of the vehicle. Additionally, the articulated arms 1110 canbe selectively and independently operated to raise/lower particulartractive elements 1104 to place the tractive elements 1104 on top of astep or obstacle. In this way, the articulated arms 1110 can perform acrawling operation. The vehicle may be driven forwards with a front pairof the tractive elements 1104 raised to crawl the vehicle onto the stepor the obstacle. Advantageously, this can facilitate improvedtransportation through soft soil, mud, etc. Additionally, if one of thetractive elements 1104 becomes damaged, the articulated arms 1110 can beoperated to raise the damaged tractive element 1104 so that the damagedtractive element 1104 does not contact the ground surface 1124.

Double Ball Joint Suspension System

Referring now to FIGS. 26-32 , a double ball joint suspension system1200 for a vehicle 2700 (e.g., the vehicle 10) includes a body, a hull,a carriage, etc., shown as body 1202. The body 1202 can be fixedlycoupled or integrally formed with a frame member, a bar, a beam, acentral frame, etc., shown as frame 1206. The frame 1206 is configuredto support or couple with (e.g., indirectly) tractive elements, wheels,treads, rotational members, transportation members, etc., shown astractive elements 1204. The tractive elements 1204 are configured toengage a ground surface 1210 and propel or transport the vehicle 2700along the ground surface 1210.

The body 1202 can be configured to support or transport passengers,military equipment, objects, etc. For example, the body 1202 can be acarriage configured to hold and support objects or people. An underside1215 of the body 1202 can be fixedly coupled (e.g., fastened, welded,integrally formed, etc.) with the frame 1206. The frame 1206 can be anI-beam, a U-shaped beam, etc.

The frame 1206 can define a longitudinal axis 1212 that extendscentrally along the frame 1206. The longitudinal axis 1212 can define alongitudinal direction of the vehicle 2700. A linkage, a bar, a beam, anelongated member, a tie rod, a control arm, etc., shown as linkage 1208may extend between the tractive element 1204 and the frame 1206.Specifically, the linkages 1208 can extend from the frame 1206 to awheel hub 1214 of the tractive element 1204. A first linkage 1208 a istranslationally fixedly coupled with the frame 1206 at a laterallyinwards end through a connection 1216. The connection 1216 can be apivotal connection (e.g., to pivotally couple the laterally inwards endof the linkage 1208 with the frame 1206), a rotatable connection (i.e.,to rotatably couple the laterally inwards end of the linkage 1208 withthe frame 1206) or a ball joint (e.g., to pivotally couple the laterallyinwards end of the linkage 1208 with the frame 1206 and provide severaldegrees of rotational freedom). In some embodiments, the connection 1216facilitates or allows rotation of the first linkage 1208 a relative tothe frame 1206 in at least one direction (e.g., about an axis thatextends in a direction parallel with the longitudinal axis 1212). Alaterally outwards end of the first linkage 1208 a that is proximate thetractive element 1204 is coupled with the wheel hub 1214 through a balljoint 1220 such that the wheel hub 1214 and the tractive element 1204can rotate relative to the first linkage 1208 a. The first linkage 1208a can extend in a direction that is laterally outwards, partiallylongitudinally rearwards (or forwards) and at least partially in avertical direction (e.g., upwards or downwards). The vertical directionis substantially perpendicular to both the longitudinal axis 1212 andthe lateral direction (e.g., a direction along a lateral axis 1213 asshown in FIG. 33 ).

A second linkage 1208 b extends between the frame 1206 and the wheel hub1214 (e.g., between the frame 1206 and the tractive element 1204). Thesecond linkage 1208 b can couple with the frame 1206 at a laterallyinwards end of the second linkage 1208 b through a connection 1218 at aposition that is longitudinally offset relative to the connection 1216.The connection 1218 can be a pivotal connection (e.g., to pivotallycouple the laterally inwards end of the second linkage 1208 b with theframe 1206), a rotatable connection (e.g., to rotatably couple thelaterally inwards end of the second linkage 1208 b with the frame 1206),a ball joint, etc. The connection 1218 can be longitudinally rearward ofthe connection 1216.

The second linkage 1208 b extends in a direction that is at leastpartially laterally outwards from the longitudinal axis 1212. The secondlinkage 1208 b couples with the wheel hub 1214 through the ball joint1220. The ball joint 1220 can be translationally fixedly coupled withthe wheel hub 1214 and can pivotally couple with the laterally outwardsends of both the first linkage 1208 a and the second linkage 1208 b. Inthis way, the frame 1206, the first linkage 1208 a and the secondlinkage 1208 b can form a triangle and may function as a control arm oran A-frame. The wheel hub 1214 and the tractive element 1204 can bedriven to rotate about a steering axis 1222 that extends through theball joint 1220. The steering axis 1222 can be substantially vertical,depending on a camber angle of the tractive element 1204 and the wheelhub 1214.

Referring particularly to FIGS. 26, 31-32, and 33 , the suspensionsystem 1200 can include power transmitting axles, constant velocityaxles, etc., shown as axles 1234. The axles 1234 each extend laterallyoutwards from the frame 1206 to the corresponding wheel hub 1214. Theaxles 1234 are each configured to drive a corresponding tractive element1204. The axles 1234 can include a spline at a laterally outer most endthat is configured to engage the tractive elements 1204 and facilitatethe transfer of rotational kinetic/mechanical energy to the tractiveelements 1204 for transportation. The axles 1234 can each include one ormore universal joints or any other joint that is configured tofacilitate the transfer of the kinetic/mechanical axis about differentaxes.

Referring particularly to FIGS. 26, 30, and 32-33 , the suspensionsystem 1200 includes dampers, pistons, shock absorbers, struts, etc.,shown as struts 1224, according to an exemplary embodiment. The struts1224 can extend between the body 1202 and a corresponding wheel hub1214. The struts 1224 are configured to absorb shocks, impulses, orsudden forces that are transmitted to the vehicle 2700 through thetractive elements 1204 (e.g., hitting an obstacle, hitting a depressionsuch as a pothole, etc.). The struts 1224 can be extendable/retractablemembers or telescoping members and may include an outer member 1226 andan inner member 1228. The inner member 1228 can include a connectionportion, an eyelet, a coupling, etc., shown as body connection portion1230. The body connection portion 1230 is configured to translationallyfixedly couple with the body 1202 (or slidably translationally couplewith the body 1202). The body connection portion 1230 can be configuredto pivotally couple with the body 1202 such that the strut 1224 canpivot in at least one direction relative to the body 1202 about the bodyconnection portion 1230. The outer member 1226 can include a suspensionconnection portion, an eyelet, a connection portion, etc., shown assuspension connector 1232. The connector 1232 can rotatably and/orpivotally couple with the wheel hub 1214 such that the wheel hub 1214and the strut 1224 can rotate or pivot relative to each other in atleast one direction (e.g., along as least one axis). The connector 1232may facilitate translationally fixedly couple the strut 1224 with thewheel hub 1214. In this way, the strut 1224 extends between the body1202 and the wheel hub 1214 and is translationally fixedly coupled ateither end with the body 1202 and the wheel hub 1214. The strut 1224 maybe pinned at either end with the body 1202 and the wheel hub 1214. Inother embodiments, the struts 1224 are mounted or translationallyfixedly coupled at their opposite ends using ball joints, eyelets, etc.The outer member 1226 and the inner member 1228 can be rotatably fixedlycoupled with each other (e.g., through a key) while beingtranslationally coupled such that rotation of the inner member 1228drives rotation of the outer member 1226 and vice versa.

The struts 1224 can be the same as or similar to the suspension elementsdescribed in greater detail with reference to U.S. application Ser. No.14/684,082, now U.S. Pat. No. 9,944,145, granted Apr. 17, 2018, filedApr. 10, 2015, the entire disclosure of which is incorporated byreference herein.

The tractive elements 1204 can be driven to rotate for steering throughrotation of the struts 1224, or through the linkages 1208. For example,the first linkage 1208 a and/or the second linkage 1208 b can bereplaced with or integrated with a linear actuator (e.g., a hydraulicactuator, an electric actuator, a pneumatic actuator, etc.). Theactuator may extend or retract to drive the wheel hub 1214 and thetractive elements 1204 to rotate about their respective steering axes1222. In other embodiments, one of the first linkage 1208 and the secondlinkage 1208 is driven to translate (e.g., extend or retract relative tothe frame 1206) to drive the wheel hub 1214 and the tractive element1204 to rotate about their respective steering axis 1222.

Referring particularly to FIG. 33 , the struts 1224 can be extended orretracted to adjust a camber angle of the tractive element 1204. Forexample, the struts 1224 can retract (e.g., decrease in overall length)to produce a positive camber angle of the tractive element 1204.Likewise, the struts 1224 can extend to rotate the tractive element 1204to produce a negative camber angle. The struts 1224 can be operated(e.g., by a control system) by adding or removing incompressible fluidto achieve a desired angle of camber for each tractive element 1204(e.g., independently achieve a desired camber for each tractive element1204).

In other embodiments, the first linkages 1208 a and the second linkages1208 b are both replaced with or integrated with an actuator. Theactuators can be operated to extend or retract the first linkages 1208 aand the second linkages 1208 b in unison, thereby adjusting the camberof the corresponding tractive element 1204.

The struts 1224 can also be operated to extend or retract to lower orraise the tractive elements 1204. For example, when the vehicle 2700encounters an obstacle, a control system may operate the struts 1224 ofa front set of tractive elements 1204 to retract, thereby raising thefront set of tractive elements 1204 to “crawl” over the obstacle.

Referring particularly to FIGS. 27-29 , the vehicle 2700 is shownperforming a crawl operation up a step 2702. In FIG. 27 , the vehiclefirst encounters the step 2702. In order to crawl up the step 2702, acontrol system or an operator may operate the struts 1224 to raise thefront set of tractive elements 1204 (as shown in FIGS. 27-28 ). Theoperator or the control system can operate the rest of the struts 1224to raise the tractive elements 1204 as the various sets of tractiveelements 1204 engage or approach the step 2702. In this way, the vehicle2700 can perform a crawl operation to lift itself over obstacle, steps,etc.

Referring particularly to FIG. 26 , left and right tractive elements1204 can be raised or lowered by operating the corresponding struts1224. For example, if the vehicle 2700 is driving on uneven terrain, thestruts 1224 can be operated (e.g., based on a user input or based onsensor feedback such as sensor information from a gyroscope) to levelthe body 1202, even if the ground surface 1210 that one of the tractiveelements 1204 engages is elevated or lowered relative to the groundsurface 1210 that others of the tractive elements 1204 engage. Thestruts 1224 can also be operated to raise or lower the body 1202, toadjust a pitch or roll angle of the body 1202, to level the body 1202,etc. For example, the struts 1224 can be operated in unison to raise orlower the body 1202 relative to the ground surface 1210, to pitch thevehicle 2700 forwards or rearwards, or to roll the body 1202 of thevehicle 2700 in either direction.

Advantageously, using the linkages 1208 facilitates a robust,lightweight suspension assembly. The suspension system 1200 alsofacilitates improved/adjustable ground clearance (e.g., raising andlowering the body 1202), up to 30 inches of travel (e.g., in thevertical direction) of the tractive elements 1204 (where the verticaltravel of each tractive element 1204 may be each controlledindependently), and reduced tire/tractive element scrub.

Advantageously, the suspension system 1200 facilitates modularity suchthat one or more of the linkages 1208 can be easily removed and replacedwith an actuator or a telescoping linkage. Replacing the linkages 1208can also facilitate longitudinal or lateral wheel movement and anadjustable track width (e.g., an adjustable lateral distance betweencorresponding tractive elements 1204).

It should be understood that any of the suspension systems of FIGS. 5-33can be used with or integrated for use with the vehicle 10.Additionally, any or all combinations of the various suspensioncomponents shown in FIGS. 5-33 should be understood to be within thescope of the present disclosure.

Configuration of Exemplary Embodiments

As utilized herein, the terms “approximately”, “about”, “substantially”,and similar terms are intended to have a broad meaning in harmony withthe common and accepted usage by those of ordinary skill in the art towhich the subject matter of this disclosure pertains. It should beunderstood by those of skill in the art who review this disclosure thatthese terms are intended to allow a description of certain featuresdescribed and claimed without restricting the scope of these features tothe precise numerical ranges provided. Accordingly, these terms shouldbe interpreted as indicating that insubstantial or inconsequentialmodifications or alterations of the subject matter described and claimedare considered to be within the scope of the invention as recited in theappended claims.

It should be noted that the term “exemplary” as used herein to describevarious embodiments is intended to indicate that such embodiments arepossible examples, representations, and/or illustrations of possibleembodiments (and such term is not intended to connote that suchembodiments are necessarily extraordinary or superlative examples).

The terms “coupled,” “connected,” and the like, as used herein, mean thejoining of two members directly or indirectly to one another. Suchjoining may be stationary (e.g., permanent, etc.) or moveable (e.g.,removable, releasable, etc.). Such joining may be achieved with the twomembers or the two members and any additional intermediate members beingintegrally formed as a single unitary body with one another or with thetwo members or the two members and any additional intermediate membersbeing attached to one another.

References herein to the positions of elements (e.g., “top,” “bottom,”“above,” “below,” “between,” etc.) are merely used to describe theorientation of various elements in the figures. It should be noted thatthe orientation of various elements may differ according to otherexemplary embodiments, and that such variations are intended to beencompassed by the present disclosure.

It is important to note that the construction and arrangement of theelectromechanical suspension system as shown in the exemplaryembodiments is illustrative only. Although only a few embodiments of thepresent disclosure have been described in detail, those skilled in theart who review this disclosure will readily appreciate that manymodifications are possible (e.g., variations in sizes, dimensions,structures, shapes and proportions of the various elements, values ofparameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter recited. For example,elements shown as integrally formed may be constructed of multiple partsor elements. It should be noted that the elements and/or assemblies ofthe components described herein may be constructed from any of a widevariety of materials that provide sufficient strength or durability, inany of a wide variety of colors, textures, and combinations.Accordingly, all such modifications are intended to be included withinthe scope of the present inventions. Other substitutions, modifications,changes, and omissions may be made in the design, operating conditions,and arrangement of the preferred and other exemplary embodiments withoutdeparting from scope of the present disclosure or from the spirit of theappended claims.

The invention claimed is:
 1. A suspension system for a vehiclecomprising: a wheel hub; a tractive element rotatably coupled with thewheel hub and configured to be driven for transportation and rotated forsteering; a housing; a first power transmission train positioned atleast partially within the housing configured to drive the tractiveelement for transportation, the first power transmission traincomprising a first telescoping drive shaft; a second power transmissiontrain positioned at least partially within the housing configured todrive the tractive element to rotate for steering, the second powertransmission train comprising a second telescoping drive shaft; whereinthe first telescoping drive shaft is positioned within the secondtelescoping drive shaft, and both the first telescoping drive shaft andthe second telescoping drive shaft are positioned within the housing. 2.The suspension system of claim 1, further comprising: a third powertransmission train positioned at least partially within the housing forrotating the wheel hub of the suspension system, the third powertransmission train comprising a third telescoping drive shaft positionedwithin the housing, wherein the first telescoping drive shaft and thesecond telescoping drive shaft are both positioned within an innervolume of the third telescoping drive shaft.
 3. The suspension system ofclaim 2, wherein one or more outwards facing surfaces of the firsttelescoping drive shaft are slidably coupled with one or more inwardsfacing surfaces of the second telescoping drive shaft, and one or moreoutwards facing surfaces of the second telescoping drive shaft areslidably coupled with one or more inwards facing surfaces of the thirdtelescoping drive shaft.
 4. The suspension system of claim 1, whereinthe first telescoping drive shaft of the first power transmission traincomprises: an outer member comprising an input gear at a first endconfigured to receive a first torque input; and an inner membercomprising an output gear at a second end; wherein a first end of theinner member is received within and slidably coupled with the outermember through a second end of the outer member; wherein the first powertransmission train further comprises an output drive shaft comprising agear configured to engage the output gear of the first telescoping driveshaft to drive the tractive element for transportation.
 5. Thesuspension system of claim 1, wherein the second telescoping drive shaftof the second power transmission train comprises: an outer membercomprising an input gear at a first end; and an inner member comprisingan output gear at a second end; wherein a first end of the inner memberof the second telescoping drive shaft is received within and slidablycouples with the outer member of the second telescoping drive shaftthrough a second end of the outer member; wherein the second powertransmission train further comprises a gear configured to engage theoutput gear of the second telescoping drive shaft of the second powertransmission train, wherein the gear of the second power transmissiontrain is configured to drive the tractive element to rotate forsteering.
 6. The suspension system of claim 1, wherein the thirdtelescoping drive shaft of the third power transmission train comprises:an outer member comprising an input gear at a first end; and an innermember comprising an output gear at a second end; wherein a first end ofthe inner member of the third telescoping drive shaft is received withinand slidably couples with the outer member of the third telescopingdrive shaft through a second end of the outer member; wherein the thirdpower transmission train further comprises a gear configured to engagethe output gear of the third telescoping drive shaft, wherein the gearof the third power transmission train is configured to drive the wheelhub to rotate.
 7. The suspension system of claim 1, wherein the firsttelescoping drive shaft, the second telescoping drive shaft, and thethird telescoping drive shaft are coaxial with each other, and eachconfigured to rotate about a common axis.
 8. The suspension system ofclaim 1, wherein the housing is a telescoping housing comprising: anouter housing; and an inner housing configured to be received within theouter housing and slide relative to the outer housing.
 9. The suspensionsystem of claim 8, wherein the first telescoping drive shaft, the secondtelescoping drive shaft, the third telescoping drive shaft, and thetelescoping housing are configured to increase or decrease in length inunison.
 10. The suspension system of claim 9, wherein the first powertransmission train, the second power transmission train, and the thirdpower transmission train are configured to continuously drive thetractive element for transportation, rotate the tractive element forsteering, or rotate the wheel hub while the first telescoping driveshaft, the second telescoping drive shaft, the third telescoping driveshaft, and the telescoping housing are increasing or decreasing inlength.
 11. A suspension system for a vehicle, the suspension systemcomprising: a plurality of suspension sub-systems, each angularly offsetfrom each other and each comprising: a wheel hub; a tractive elementrotatably coupled with the wheel hub and configured to be driven fortransportation and rotated for steering; a housing; and a plurality ofpower transmission trains positioned at least partially within thehousing, wherein each of the plurality of power transmission trains areconfigured to independently drive the tractive element fortransportation, to drive the tractive element to rotate for steering, orto drive the wheel hub to rotate.
 12. The suspension system of claim 11,wherein the housing of each of the plurality of suspension sub-systemsis a telescoping housing, and each of the plurality of powertransmission trains comprise a telescoping drive shaft, wherein thetelescoping drive shafts of the plurality of power transmission trainsand the telescoping housing of each of the plurality of suspensionsystems are configured to increase or decrease in length to translatethe tractive element in a radial direction.
 13. The suspension system ofclaim 12, wherein the plurality of power transmission trains are eachconfigured to independently drive the tractive element fortransportation, to drive the tractive element to rotate for steering, orto drive the wheel hub to rotate, while the telescoping housing and eachof the plurality of power transmission trains increase or decrease inlength in unison.
 14. The suspension system of claim 11, furthercomprising a body member, wherein the housing of each of the pluralityof suspension sub-systems is fixedly coupled with the body member. 15.The suspension system of claim 13, wherein the body member is rotatablycoupled with a frame of the vehicle to rotate the plurality ofsuspension sub-systems in unison about the body member.
 16. Thesuspension system of claim 11, wherein the plurality of suspensionsub-systems comprises three suspension systems, each angularly offsetfrom each other 120 degrees.
 17. The suspension system of claim 11,wherein each of the plurality of suspension sub-systems comprises adamper piston fixedly coupled with the housing, wherein the damperpiston comprises an outer member comprising an inner volume and an innermember configured to extend and retract within an inner volume of theouter member.
 18. A vehicle comprising: a chassis; and a suspensionsystem coupled with the chassis, the suspension system comprising: awheel hub; a tractive element rotatably coupled with the wheel hub andconfigured to be driven for transportation and rotated for steering; ahousing; a first power transmission train positioned at least partiallywithin the housing configured to drive the tractive element fortransportation, the first power transmission train comprising a firsttelescoping drive shaft; a second power transmission train positioned atleast partially within the housing configured to drive the tractiveelement to rotate for steering, the second power transmission traincomprising a second telescoping drive shaft; wherein the firsttelescoping drive shaft is positioned within the second telescopingdrive shaft, and both the first telescoping drive shaft and the secondtelescoping drive shaft are positioned within the housing.
 19. Thevehicle of claim 18, wherein the suspension system further comprises: athird power transmission train positioned at least partially within thehousing for rotating the wheel hub of the suspension system, the thirdpower transmission train comprising a third telescoping drive shaftpositioned within the housing, wherein the first telescoping drive shaftand the second telescoping drive shaft are both positioned within aninner volume of the third telescoping drive shaft.
 20. The vehicle ofclaim 18, comprising a plurality of the suspension system, wherein thehousing of each of the plurality of the suspension systems is fixedlycoupled with a central member, and the central member is rotatablycoupled with the chassis to rotate the plurality of the suspensionsystems in unison.